Info EDUARD
Monthly magazine about history and scale plastic modeling.
02/2024
Good day, Dear Friends After a year, I am writing today's editorial once again from Nuremberg. This year's Spielenwarenmesse started on Tuesday, and today, we are exactly at the halfway point, as the fair ends on Saturday. With German tenacity, the organizers are sticking with the five-day duration of the event, which gets on the nerves of most participants.
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INFO Eduarde-magazine FREE Vol 23 February 2024# 168Page 2
INFO Eduarde-magazine FREE Vol 23 February 2024# 168© Eduard - Model Accessories, 2024FREE FOR DOWNLOAD, FREE FOR DISTRIBUTION!This material may only be used for personal use. No part of the textor graphic presentations can be used in another publication in any other mediaform or otherwise distributed without the prior writtenpermission of Eduard - Model Accessories and authors involved.Editorial and Graphics - Marketing department, Eduard - Model Accessories, Ltd.Page 3
eduardeduardFEBRUARY 2024CONTENTSEDITORIALKITSBRASSINPHOTO-ETCHED SETSSPACEHOW TO APPLY EDUARD DECALSBUILTON APPROACH–March 2024TAIL END CHARLIEHISTORYBOXART STORYSPARVIERO Limited 1/48L-39C Albatros ProfiPACK 1/72Fokker D.VIIF Weekend 1/48Spitfire Mk.Vb early Weekend 1/48Bf 109G-10 WNF ProfiPACK 1/48 Re-releaseI-16 Type 10 ProfiPACK 1/48 Re-releaseP-400 1/48P-38J left engine PRINT 1/48Gustav pt.1 1/72Bf 109F-4 1/72Fw 190A-8/R2 1/48P-39N Airacobra 1/48GUSTAV VI. -Messerschimt Bf 109G-6 part II.SAVOIA MARCHETTI SM.79ALBATROS -TIPS AND TRICKSLetecká vojna nad Ukrajinou-Wish for something,the red stars are falling!A face on the tailThe second youngestThe Non-Stop OffensiveThe end of the war at the Danube46364064768488104114129Published by Eduard-Model Accessories, spol. s.r.o.Mírová 170, Obrnice 435 21support@eduard.com www.eduard.comPage 4
Good day, Dear FriendsAfter a year, I am writing today's editorialonce again from Nuremberg. This year'sSpielenwarenmesse started on Tuesday, and today,we are exactly at the halfway point, as the fair endson Saturday. With German tenacity, the organizersare sticking with the five-day duration of the event,which gets on the nerves of most participants.It's better than the six days they tried on us before,but it's still at least a day more than we want andneed to be here. From the point of view of theparticipation of companies, the fair is certainlybetter this year than last, but when it comes tovisitors, traders and journalists, the situation ismore or less still on the weak side. There is peacehere. Calm is usually nice, but at a trade fair, calmis probably the last thing an exhibitor wants toexperience. Maybe it will change tomorrow or theday after and the fair will come to life, but we haveno indication of that as yet. So we have begunthinking about a backup plan. I will tell you how itturned out in the next editorial.As far as February new releases are concerned,I have to tell you first and foremost about theSparviero and the Eduard Heavy Retro edition line.I feel that this is necessary, because the reactionsto this kit show a certain misunderstanding onthe part of modelers of what this edition andthe kits released in it actually are and will be.The Sparviero is a reminder of the old days, whenwe still had a long way to go to today's quality of ourkits. It is also an answer to the wishes of modelerswho would like to see some kits from that timeback in the range. I'll admit I resisted it long andhard, but last fall I capitulated and decided to giveit a go with these old pieces. I think that either itwill be a successful move and those who long forthe old kits will be satisfied, or it will be a flop andeveryone will be convinced that it is all nonsense.Since I don't think it's really possible to releasethese old pieces in our current lines, we've createda new line to release them, called ‘Eduard HeavyRetro’. There won't be any super modern perfectlyfitting kits in this line, but rather those older itemsthat lent themselves well to discussions andcriticisms pertaining to the execution of detailsand even on how to go about it. Or you may needto putty a hole with a diameter of 0.1 mm and drillanother one with the same diameter 1.2 mm tothe left….or right. Such horrors will be the priceyou pay with the kits in the EHR line. Part of theircharm will be that there will be no shortage oftopics to discuss. You’ll need to get out the putty,and some of you may have not seen a tube of thestuff in a long time indeed. You will have neitherthe time nor the mood to drill any holes. You canthen with confidence say that Eduard released thisto increase sales of GSI brand surface treatmentproducts. There won't be much detail on themoldings. This deficiency will be compensatedfor by the details on the PE frets and resin, whichare really a lot in this kit. Of course, there arealso masks, and I also guarantee you nice, high-quality decals, a great selection of markings anda beautiful boxart. We'll also add some goodreading for you here within the pages of ournewsletter. Today's article on the Sparvierowas written by the renowned expert onItalian aircraft, Mauricio di Terlici, and in myopinion, in addition to his admirable historicalknowledge, he projects the Italians' view of thissymbol of the Italian Regia Aeronautica into it.To sum it up, these are kits for the tough guys, formodelers who can do something with the canvasthey are given. But just because we've dustedoff and offered up old plastic doesn't mean we'llslack off on the rest. What is being created withthese kits today is what we do today….the higheststandard possible with them. And for those withthe skill and interest level in the subject matter,you will be considered among the elite.So, by reading this far, you know what it's allabout. If you are thinking of buying, consider yourabilities first. If you embark on this adventure,don't moan and whine. Show that you've got whatit takes or just stay away from these kits. They aredesigned with a specific segment of the modelingcommunity in mind. As they say, if you can’t standthe heat, get out of the kitchen. On the otherhand, if you have the urge to get into somethinglike this, or at least add it to your collection, don'tEDITORIALINFO Eduard4February 2024Page 5
hesitate too long. For reasons I don't understand,the Sparviero is the best selling February release,and since we only made 2000, we don't have manyleft. As of today, there are just over 400 available.With this sales so dynamic, an item like thisusually doesn't make it past the end of the firstmonth of sales. The good old slogan of ‘take it orleave it’ still applies. This is no joke, heavy retrois heavy retro.Another February new release, the L-39CAlbatros in 1:72, is a bit of a lighter retro.The molds for this kit are actually almost as oldas the Sparviero molds. The Albatros L-39 wasmade by us, the Sparviero comes from SpecialHobby. The Sparviero is a more difficult test, buteven the Albatros will benefit from modelingskills nicely. In this issue, you will see the creationof a near perfect model (assuming there is noperfection) , despite the age of the kit in our articleby Karel Pádár about his build of the 72nd L-39 inHungarian markings.If you don't have the stomach for these oldpieces, we also have current standard qualityitems for you. This is in the shape of the FokkerD.VIIF and Spitfire Mk.Vb in the Weekend range,in addition to re-releases the Bf 109 G-10 (WNF) andI-16 Type 10, both of these items being Profipackreleases and all four kits mentioned are in 1:48th.For all of them, in today's newsletter issue wehave the popular corresponding Boxart Story,with the exception of I-16 type 10, which is writtenby Jan Bobek in his Tail End Charlie contribution.This article is also worth reading. You will learna lot about the background of the creation ofour boxarts, their historical development andthe meaning of our striving for realistic andhistorically accurate boxarts.I won't go into any great detail about theadditions to our range coming from the Februarylineup of new releases. You can find everythingimportant about them throughout this issue of ournewsletter. I will mention just one item which isthe 1:48th scale P-38J Lightning engine for use inthe Tamiya P-38J kit. We have been working ourway through many difficulties for a long time inreleasing this Brassin set, or rather kit, to be moreprecise. It is probably the most complicated andcomplex project undertaken in the Brassin seriesso far. You can see what the result looks like notonly on the product page of this item, but also inJan Baranc's article about building his model ofthis engine.We keep coming across various criticismsregarding our decals. The latter, in our opinion,is associated with the fear of a new thing,shrouded in the fog of new ideas and associatedprejudices and rumors that digital decals and theirproperties specifically precipitate. This situationreminds me a bit of the distrust and skepticismthat once existed about digital photography. Today,Jakub Nademlejnský will try to dispel your fearsand mistrust with his article about working withdigital decals from our production. By the way,the aforementioned L-39C model by Karel Pádáralso uses these decals, as well as all the othermodels that we have presented both in this issueand in previous ones of the newsletter for at leastthe last four years.In the historical articles, in addition to thealready mentioned Sparviero bit by MaurizioDi Terlizzi, we have another installment ofthe Air War over Ukraine series by Mira Baričand the second part of Gustav VI., that is, thedevelopmental history of the Messerschmitt Bf 109G-6 and its variants. I thought this would be thelast part, but it looks like I have a few facts leftthat didn't fit into the two previous, so there will bea Part Three. It follows that I am an undisciplinedauthor, not adhering to the set scope of mywork. In order not to make this situation worse,I am quitting for today and going to attend tomy duties as an exhibitor at the fair. I wish youa pleasant evening and a good read!Happy Modelling!Vladimir SulcINFO Eduard5February 2024GUSTAV Part Two
In the second part of our Gustav VI article, we will focus on armament and equipment upgrade and conversion sets, take a gander at the reconnaissance versions of the Bf 109 G-6 including the recce specific Bf 109 G-8, we’ll describe the high-altitude Bf 109 G-5 and finally, we will take a look at the Bf 109 G-14, a de facto summary of all modifications and improvements continuously introduced into production during the long development of the Bf 109 G-6 series and its variants.
Equipment and weapons sets / Rüstsätze RFor the Bf 109 G-6, as for other versions of the Bf 109 G, modification kitswere available, installed in unit level workshops or service centers duringoverhauls. Available weapon sets were as follows:Rüstsatz R1: bomb rack (Abwurfwaffenanlage) ETC 500 IX b for one 250 kg(550 lb) bomb.Rüstsatz R2: bomb rack (Abwurfwaffenanlage) 4 x ETC 50 VII d for four50 kg (110 lb) bombs.Rüstsatz R4: bomb rack/dispenser for twenty-four SD 2 bomblets (Abwurf-waffenanlage für 24 SD 2).Rüstsatz R6: Underwing pods each holding an MG 151/20 20mm cannon(Flügelgondel – bewaffnung zwei MG 151/20 mm).Title photo: Luutn. Kyösti Karhila of 3/HLeLv 24 in the cockpit of MT-461 at Lappeenranta base in July 1944. This aircraft with WNr. 165342 and Stammkennzeichen SZ+PGwas received by the unit at the end of June 1944. Finnish pilots achieved a total of 18 victories with this plane, of which Karhila achieved eight successes. [Photo: SA-Kuva]In the second part of our Gustav VI article, we will focus on armament and equipment upgrade and conversion sets, take a gander atthe reconnaissance versions of the Bf 109 G-6 including the recce specific Bf 109 G-8, we’ll describe the high-altitude Bf 109 G-5 andfinally, we will take a look at the Bf 109 G-14, a de facto summary of all modifications and improvements continuously introduced intoproduction during the long development of the Bf 109 G-6 series and its variants.Rüstsatz R2Rüstsatz R6INFO Eduard6February 2024Page 7
Equipment and weapons sets / Rüstsätze RFor the Bf 109 G-6, as for other versions of the Bf 109 G, modification kitswere available, installed in unit level workshops or service centers duringoverhauls. Available weapon sets were as follows:Rüstsatz R1: bomb rack (Abwurfwaffenanlage) ETC 500 IX b for one 250 kg(550 lb) bomb.Rüstsatz R2: bomb rack (Abwurfwaffenanlage) 4 x ETC 50 VII d for four50 kg (110 lb) bombs.Rüstsatz R4: bomb rack/dispenser for twenty-four SD 2 bomblets (Abwurf-waffenanlage für 24 SD 2).Rüstsatz R6: Underwing pods each holding an MG 151/20 20mm cannon(Flügelgondel – bewaffnung zwei MG 151/20 mm).Title photo: Luutn. Kyösti Karhila of 3/HLeLv 24 in the cockpit of MT-461 at Lappeenranta base in July 1944. This aircraft with WNr. 165342 and Stammkennzeichen SZ+PGwas received by the unit at the end of June 1944. Finnish pilots achieved a total of 18 victories with this plane, of which Karhila achieved eight successes. [Photo: SA-Kuva]In the second part of our Gustav VI article, we will focus on armament and equipment upgrade and conversion sets, take a gander atthe reconnaissance versions of the Bf 109 G-6 including the recce specific Bf 109 G-8, we’ll describe the high-altitude Bf 109 G-5 andfinally, we will take a look at the Bf 109 G-14, a de facto summary of all modifications and improvements continuously introduced intoproduction during the long development of the Bf 109 G-6 series and its variants.Rüstsatz R2Rüstsatz R6Rüstsatz R3Rüstsatz W: Bordrakete BR 21 cmBR 21 21cm rockets, also known as W. Gr. 21 orWfr. Gr. 21, unofficially dubbed ‘Dödel’ (‘fool’, butcarried a number of other understood meanings)were a new and exclusive piece of armament forthe Bf 109 G-6, with other version use having notbeen documented. In addition to the Bf 109 G-6,they were deployed on the Fw 190 A of variousversions and the twin-engined Bf 110 G-2, andMe 210/410. Bf 109 G-6s armed with a pair of rock-ets may have been designated Bf 109 G-6/w.Equipment upgrades:Rüstsatz R3: 300 liter auxiliary drop tank (300 Liter Kraftstoffzusatztank)Various types of drop tank were used:BR 21 rocket launchers instalationThe BR 21 aerial rocket launchers were cre-ated by adapting the Nebelwerfer 42 six-bar-reled ground based 21cm rocket launcher byhanging the launch tube under the wing ofthe aircraft. In the case of the Bf 109 G-6 andFw 190 A-8, one rocket launcher was sus-pended under each wing at an angle of 15o tothe airfoil centreline. The weight of the rocketwas 112. 6kg (250lb), it was powered by solidfuel propellant weighing 18. 4kg (40lb), andthe warhead contained 40. 8kg (90lb) of ex-plosives. The muzzle velocity of the projec-tile was 320 m/s (1,050 ft/s), effective range1,200m (4,000ft), and the rocket was rotationstabilized. Since rocket launchers signifi-cantly worsened the flight characteristicsand speed of the aircraft, it was possible tojettison them as necessary.The use of BR 21 rockets was tested andfine tuned by fighter groups JG 1 and JG 11.They also used them for the first time incombat on July 29th, 1943, during a USAAFraid on Kiel and Warnemünde. During August,combat tactics were further developed, andBR 21s gradually reached other units.On August 17th, 1943, they were deployed inthe famous American raid on Schweinfurtand Regensburg, in which the USAAF lostsixty bombers and another 95 were damagedto varying degrees. A large part of them werewritten off after their return. This was espe-and cannon armament. In the case of unitswith Bf 109 G-6s, these were often Bf 109G-6/R6s with underwing gun pods mountingMG 151/20 cannon.It was an effective combat tactic, suc-cessful especially against groups of heavyfour-engine bombers operating deep in Ger-man airspace without fighter escort, as wasthe case with the raid on Schweinfurt andRegensburg. In the second half of 1943, Ger-man tactics against American heavy four-en-gine bombers were so effective and inflictedsuch heavy losses on the Americans thatafter the second raid on Regensburg in Oc-tober, 1943, the USAAF Eighth Air Force halt-ed major raids on Germany for five months.It resumed these only in February 1944, afterit had enough escort fighters with sufficientrange to provide protection over the entirebomber route at its disposal.BR 21s were also used to attack formationsof medium bombers both on the WesternFront and in the Mediterranean. A total of402,600 210 mm Wfr rockets were producedduring the war (Wurframmen Granate 21),including both ground and air launchers.cially the case with the 3rd BombardmentWing of the 8th Air Force under the commandof Colonel Curtis LeMay, which attacked Re-gensburg and continued south after the raidand landed at American bases in North Africa.However, it should be noted that the deploy-ment of BR 21 was only one of the many rea-sons for such heavy losses.In the Defense of the Reich (Reichsvertei-digung) units, one Staffel, equipped with theBf 109 G-6/w, was usually allocated withinthe Gruppe, called the Werferstaffel. The de-ployment tactic was to attack with the fullstrength of the entire Gruppe, of which oneStaffel (usually twelve aircraft) was armedwith BR 21 rockets. The latter began the at-tack by firing their rockets from a distance of600 to 1000m (650 to 1100 yards) at a box for-mation of bombers. Timed fuses were mainlyused, although impact fuses could be as well.Timed fuses detonated rockets inside the boxformation, with the aim of breaking up theformation and separating any damaged ma-chines from it, which were then attacked byother Staffel birds from the Assault Gruppe,equipped with fighters armed only with gunHISTORYINFO Eduard7February 2024Page 8
Rüstsatz R7: ZVG 16ZVG 16 direction finder system with PR 16 (Peilrahmen) loop antenna at thetop of the spine. (Peilrufanlage ZVG 16 mit PR 16 Peilrahmen)Armament sets R1, R2 and R6 were already used on the Bf 109 F and es-pecially on the G-2 and G-4. On the Bf 109 G-6, as on the G-2 and G-4, theR6 set consisting of the underwing cannon pods were popular. They signifi-cantly increased the firepower of the aircraft armed with them, and thanksto the more powerful DB 605 A engine, they did not reduce the performanceof the machine as much as was the case with both versions of the Bf 109 F,in which these nacelles were not used much due to the lower power offeredby their engines. Their use on the Bf 109 G-6 was even more extensive thanon the G-2 and G-4.Bf 109 G-5The Bf 109 G-6 also had a high-altitude variant with a pressurized cockpitin the form of the Bf 109 G-5, the distinguishing feature of which, like theother high-altitude versions of the Bf 109 F and G, was an airtight armoredbulkhead with two triangular windows in the upper corners, mounted in themiddle of the hinged canopy section so that it formed a wall behind the pi-lot. On this bulkhead, there were two cockpit pressurization system valves,one was a safety valve, preventing the maximum cabin pressure from be-ing exceeded, and the other was an equalizing pressure valve. Contrary topopular belief that the G-5 version did not have standard armor, this wassurprisingly not the case. Much of the G-5 run with the standard canopy hadboth an airtight bulkhead and standard slanted armor mounted beneath thehinged canopy cover. There were silica gel capsules in the corners of thecockpit canopy windows to absorb moisture between the panes. Handlesbehind the cockpit were on both sides of the fuselage.The Bf 109 G-5 also had, as part of the cockpit pressurization system,blanked off vents under the cockpit windscreen on the side of the fuselagebelow the cockpit. Those on the cowl were either not there at all, or theywere also decommissioned and fared over.The G-5 version also featured a small bulge covering the cockpit pres-surization air compressor, added to the larger fairing over the machine gunon the right side of the forward fuselage. But it is not a clear identifier bywhich to gage the Bf 109 G-5. As already mentioned, it was also used onsome of the Bf 109 G-6 fighters produced by all three manufacturers turn-ing out Bf 109 Gs. The compressor was the new Knorr-Luftpresser 300/10type. It was an oil-free item with two pistons rotating against each other ina figure eight. This compressor (blower) had certain disadvantages, main-ly pulses of compressed air being blown back into the compressor cham-ber. This was because the pistons do not touch the chamber walls, but thatfeature allowed for operation without lubricating oil. However, this is of nopractical importance for pressurizing the small space of the cockpit. Addi-tionally, the pulses were dampened by the relief valve situated on the rearair-tight bulkhead of the cockpit. The advantage of the Roots blower wasthe achievement of a stable output pressure and a high flow rate of com-pressed air at low revolutions, along with the already mentioned absenceof oil. This was an advantage precisely for pressurizing the cockpit, whichwas not polluted by oil and the compressed air did not need to be filtered.The reason for moving the compressor to the side of the engine from its top,where the MAG III air compressor was located on the Bf 109 G-1 and G-3,is not entirely clear. M. Baumgarl states that it did not fit between the largerMG 131 machine guns. This may be true, but it is probably not due to the sizeof the machine guns, but rather to the different shape of the Knorr 300/10compressor as compared to the MAG III unit.None of the authors state that the DB 605 A-1 engine in the Bf 109 G-5had modified high altitude characteristics. A special high altitude distributor(Zünder) with modified plug firing was considered for the Bf 109 G-5/U2, butin the end, the standard Bosch ZM 12 CR 8 distributor, only with a modifiedignition advance for the spark plugs, was retained.During 1943 and early 1944, production of the Bf 109 G-5 took place at theErla AG works in Leipzig. The first five airframes were produced as partof production block 15 000 by March and April of 1943. H. H. Vogt lists theproduction numbers as 15 338 to 15 344, which does not quite fit the fiveunits he claims. The reason for this may lie in that the Bf 109 G-5 was onthe production line together with the G-6, so the serial numbers did notCockpit ventilation for Bf 109 G-6and Bf 109 G-5Bf 109 G-6Bf 109 G-5Bf 109 G-5Exploring the frequency of the R6 kitusage on the Bf 109 G-6According to some researchers, the can-non pod use on the Bf 109 G-6 decreasedas compared to the Bf 109 G-4. In this case,it would have been because the introductionof the MG 131 fuselage mounted machineguns increased the firepower of the Bf 109G-6, reducing the need for additional arma-ment. It makes sense if the advantage ofa lighter and therefore more powerful andmaneuverable fighter outweighed the advan-tage of more firepower, and in some cases it,this may have certainly held true.But I have my doubts about this claim.For one thing, I don’t think that the needwould decrease for fighter firepower on ei-ther the Eastern or Western fronts, or in theMediterranean for that matter. Targets thatrequired concentrated firepower over a shortBf 109G-6 ratio of aircraft with the pods to thosewithout: 1. 16:1From this it would follow that the ratio ofaircraft equipped with cannon pods betweensubsequent models increased, and while theG-2 and G-4 have more airframes without thepods in the photos, those with them dominatein the G-6. With this in mind, it is important tonote that there are aircraft with BR 21 rock-ets launchers in a significant number of theavailable images. This too would indicate anever-increasing demand for firepower ratherthan the other way around.Granted that this is not a scientific analysisof the subject matter using proper data sam-pling or methodology, but the result hinted atcan be taken as a solid base for a hypothesisthat would be worth a more thorough exam-ination.firing bursts was not only ever present on allbattlefields, but increased in number. In theWest and the Mediterranean, they were sore-ly needed against allied medium and heavybombers, and in the East, against the Sovi-et Il-2 armored beasts of various versions.All these adversaries over the fronts were in-creasing in number, firepower and improvedtactical use and the quality of their pilotswas growing. It makes no sense to me thatthe Luftwaffe would go about decreasing thefirepower of its fighters.The second reason for my doubts is in theanalysis of the available photos. In those thatare at my disposal, the ratio of photos of air-craft that can be identified as having cannonpods under the wing to those that do not isas follows:Bf 109 G-2 ratio of aircraft with the pods to thosewithout: 1:2. 4Bf 109 G-4 ratio of aircraft with the pods to thosewithout: 1:1. 1HISTORYINFO Eduard8February 2024Page 9
Rüstsatz R7: ZVG 16ZVG 16 direction finder system with PR 16 (Peilrahmen) loop antenna at thetop of the spine. (Peilrufanlage ZVG 16 mit PR 16 Peilrahmen)Armament sets R1, R2 and R6 were already used on the Bf 109 F and es-pecially on the G-2 and G-4. On the Bf 109 G-6, as on the G-2 and G-4, theR6 set consisting of the underwing cannon pods were popular. They signifi-cantly increased the firepower of the aircraft armed with them, and thanksto the more powerful DB 605 A engine, they did not reduce the performanceof the machine as much as was the case with both versions of the Bf 109 F,in which these nacelles were not used much due to the lower power offeredby their engines. Their use on the Bf 109 G-6 was even more extensive thanon the G-2 and G-4.Bf 109 G-5The Bf 109 G-6 also had a high-altitude variant with a pressurized cockpitin the form of the Bf 109 G-5, the distinguishing feature of which, like theother high-altitude versions of the Bf 109 F and G, was an airtight armoredbulkhead with two triangular windows in the upper corners, mounted in themiddle of the hinged canopy section so that it formed a wall behind the pi-lot. On this bulkhead, there were two cockpit pressurization system valves,one was a safety valve, preventing the maximum cabin pressure from be-ing exceeded, and the other was an equalizing pressure valve. Contrary topopular belief that the G-5 version did not have standard armor, this wassurprisingly not the case. Much of the G-5 run with the standard canopy hadboth an airtight bulkhead and standard slanted armor mounted beneath thehinged canopy cover. There were silica gel capsules in the corners of thecockpit canopy windows to absorb moisture between the panes. Handlesbehind the cockpit were on both sides of the fuselage.The Bf 109 G-5 also had, as part of the cockpit pressurization system,blanked off vents under the cockpit windscreen on the side of the fuselagebelow the cockpit. Those on the cowl were either not there at all, or theywere also decommissioned and fared over.The G-5 version also featured a small bulge covering the cockpit pres-surization air compressor, added to the larger fairing over the machine gunon the right side of the forward fuselage. But it is not a clear identifier bywhich to gage the Bf 109 G-5. As already mentioned, it was also used onsome of the Bf 109 G-6 fighters produced by all three manufacturers turn-ing out Bf 109 Gs. The compressor was the new Knorr-Luftpresser 300/10type. It was an oil-free item with two pistons rotating against each other ina figure eight. This compressor (blower) had certain disadvantages, main-ly pulses of compressed air being blown back into the compressor cham-ber. This was because the pistons do not touch the chamber walls, but thatfeature allowed for operation without lubricating oil. However, this is of nopractical importance for pressurizing the small space of the cockpit. Addi-tionally, the pulses were dampened by the relief valve situated on the rearair-tight bulkhead of the cockpit. The advantage of the Roots blower wasthe achievement of a stable output pressure and a high flow rate of com-pressed air at low revolutions, along with the already mentioned absenceof oil. This was an advantage precisely for pressurizing the cockpit, whichwas not polluted by oil and the compressed air did not need to be filtered.The reason for moving the compressor to the side of the engine from its top,where the MAG III air compressor was located on the Bf 109 G-1 and G-3,is not entirely clear. M. Baumgarl states that it did not fit between the largerMG 131 machine guns. This may be true, but it is probably not due to the sizeof the machine guns, but rather to the different shape of the Knorr 300/10compressor as compared to the MAG III unit.None of the authors state that the DB 605 A-1 engine in the Bf 109 G-5had modified high altitude characteristics. A special high altitude distributor(Zünder) with modified plug firing was considered for the Bf 109 G-5/U2, butin the end, the standard Bosch ZM 12 CR 8 distributor, only with a modifiedignition advance for the spark plugs, was retained.During 1943 and early 1944, production of the Bf 109 G-5 took place at theErla AG works in Leipzig. The first five airframes were produced as partof production block 15 000 by March and April of 1943. H. H. Vogt lists theproduction numbers as 15 338 to 15 344, which does not quite fit the fiveunits he claims. The reason for this may lie in that the Bf 109 G-5 was onthe production line together with the G-6, so the serial numbers did notCockpit ventilation for Bf 109 G-6and Bf 109 G-5Bf 109 G-6Bf 109 G-5Bf 109 G-5Exploring the frequency of the R6 kitusage on the Bf 109 G-6According to some researchers, the can-non pod use on the Bf 109 G-6 decreasedas compared to the Bf 109 G-4. In this case,it would have been because the introductionof the MG 131 fuselage mounted machineguns increased the firepower of the Bf 109G-6, reducing the need for additional arma-ment. It makes sense if the advantage ofa lighter and therefore more powerful andmaneuverable fighter outweighed the advan-tage of more firepower, and in some cases it,this may have certainly held true.But I have my doubts about this claim.For one thing, I don’t think that the needwould decrease for fighter firepower on ei-ther the Eastern or Western fronts, or in theMediterranean for that matter. Targets thatrequired concentrated firepower over a shortBf 109G-6 ratio of aircraft with the pods to thosewithout: 1. 16:1From this it would follow that the ratio ofaircraft equipped with cannon pods betweensubsequent models increased, and while theG-2 and G-4 have more airframes without thepods in the photos, those with them dominatein the G-6. With this in mind, it is important tonote that there are aircraft with BR 21 rock-ets launchers in a significant number of theavailable images. This too would indicate anever-increasing demand for firepower ratherthan the other way around.Granted that this is not a scientific analysisof the subject matter using proper data sam-pling or methodology, but the result hinted atcan be taken as a solid base for a hypothesisthat would be worth a more thorough exam-ination.firing bursts was not only ever present on allbattlefields, but increased in number. In theWest and the Mediterranean, they were sore-ly needed against allied medium and heavybombers, and in the East, against the Sovi-et Il-2 armored beasts of various versions.All these adversaries over the fronts were in-creasing in number, firepower and improvedtactical use and the quality of their pilotswas growing. It makes no sense to me thatthe Luftwaffe would go about decreasing thefirepower of its fighters.The second reason for my doubts is in theanalysis of the available photos. In those thatare at my disposal, the ratio of photos of air-craft that can be identified as having cannonpods under the wing to those that do not isas follows:Bf 109 G-2 ratio of aircraft with the pods to thosewithout: 1:2. 4Bf 109 G-4 ratio of aircraft with the pods to thosewithout: 1:1. 1necessarily run consecutively, but intermingled with the serial numbers ofthe concurrently produced G-6. A further 200 or so were built in productionblock 15 000 between June and October, 1943. Further G-5s were built inproduction blocks 26 000 (25) and 27 000 (33) between August and October,1943. The last of the series comprised 287 machines in production block110 000, built continuously between November, 1943 and June, 1944. FromFebruary 1944, the Bf 109 G-5 and G-5/U2 were produced at Erla Werk VII inAntwerp, Belgium.Bf 109 G-5/U2Some Bf 109 G-5s were built as the Bf 109 G-5/U2, equipped with a GM-1boost system. The GM-1 system pressure bottles were located in the rightwing, unlike the Bf 109 G-6/U2, which had the GM-1 pressure bottles placedin the fuselage, behind the second fuselage bulkhead. According to H. H.Vogt, most, if not all, Bf 109 G-5s, including the airframes from productionblock 15 000 in March and February, 1943, were built as G-5/U2. But thisis contradicted by M. Baumgartl’s statement, which states that the GM-1system was only available for the G-5 from July or August 1943, and thefirst fully equipped G-5/U2s were delivered only from December, 1943.The statement by M . Baumgartl seems to me to be better grounded.All Bf 109 G-5/U2s had VDM 9-12159. 10 propellers, the same as the Bf 109G-6/AS and G-10 powered by the DB 605 AS and DB 605 D engine respec-tively. This propeller was considered for all G-5s, but eventually G-5s with-out the GM 1 system were supplied with the standard VDM 9-12087. 10 unit.The Bf 109 G-5/U2 also did not have laminated armor fuel tanks. The removalof the armor compensated for the increase in weight of the Bf 109 G-5/U2,caused by the installation of the GM 1 system, and the heavier VDM 9. 12159.10 propeller.The Bf 109 G-5 was also produced in several production variants. All hadthe same armament and the same engine (DB 601 A) as the Bf 109 G-6.First Production VariantBf 109 G-5 from production block 15 000 (205 units, five in March and April1943, 200 between June and October, 1943).These airframes had the following distinctive features:- Tall antenna mast.- Not equipped with a ZVG 16 direction finder and lacked the associated PR 16 loopantenna on the fuselage spine.- FuG 16 Z radio was used.- FuG 25a IFF system.- REVI C 12 D gunsight.- Sealed cockpit, silica gel tablets in the corners of the canopy windows (1).- Airtight bulkhead forming the rear wall of the hinged canopy section (2).- Angled armor plate behind the pilot’s head (3).- Suction slots for cockpit ventilation under the windscreen absent (5).- Without cockpit vent on left side below canopy (6).- A small bulge covering the Knorr 300/10 compressor on the lower leading edgeof the fairing covering the breech of the right fuselage machine gun.- On the right side of the fuselage, there was only a socket for the external electricalpower source connection and the access cover for the pressurized oxygen bottlebetween fuselage bulkheads 1 and 2.Second Production VariantThis covered Bf 109 G-5s from production blocks 26 000 (25) and 27 000(33) produced between August and October, 1943, and part of the Bf 109 G-5and Bf 109 G-5/U2 run from production block 110 000.These aircraft displayed the following features:- Short antenna mast.- Most had the ZVG 16 direction finder system with the associated PR 16 loopantenna on the spine.- FuG 16 Z radio.- Commanders’ aircraft, equipped with a FuG 16 ZY radio and its Moranmast whipantenna mounted under the fuselage/wing were designated Bf 109 G-5/Y.- FuG 25a IFF system.- REVI C12 D gunsight.- Sealed cockpit, silica gel tablets in the corners of the canopy windows (1)- An airtight partition forming the rear wall of the hinged section of the canopy.- Angled armor behind the pilot’s head in aircraft from production block 110 000.- A small bulge covering the Knorr 300/10 compressor on the lower leading edgeof the fairing covering the breech of the right fuselage machine gun (4).- Ventilation slots under the windscreen were missing (5).- Vents on the left side of the fuselage below the canopy were also absent.- Bf 109 G-5/U2 had a VDM 9-12159. 10 propeller with wider blades(as with the Bf 109 G-10)- A small fuel tank was used for starting the engine, with a filler neck on the rightside of the fuselage spine between fuselage bulkheads 4 and 5 (6).HISTORYINFO Eduard9February 2024Page 10
- The Bf 109 G-5/U2 in the 110 000 range production block had the GM-1boost system pressure bottles located in the left wing, the access coverfor which was on the lower wing surface (7).Example: Bf 109G-5/U2/R6, WNr. 27112, Flown by Maj. Walther Dahl,III. /JG 3, Bad Wörishofen, Germany, December, 1943.Third Production VariantThis characterizes part of Bf 109 G-5 and Bf 109 G-5/U2 production in block110 000. These aircraft had Erlahaube canopies and short rudders, and areoften confused with the Bf 109 G-6 or G-14.These aircraft can be identified by the following:- Short antenna mast.- Erlahaube-type canopy, non-pressurized. (10)- Short rudder.- Usually equipped with a ZVG 16 direction finder unit with its PR 16 loop antennaon the spine.- FuG 16 Z radio.- Command aircraft, equipped with a FuG 16 ZY radio with its Moranmast whipantenna mounted under the left wing were designated Bf 109 G-5/Y. (8)- FuG 25a IFF system.- REVI C 12 D gunsight.- REVI 16 B gunsight from the summer of 1944.- A small bulge covering the Knorr 300/10 compressor on the lower leading edge of thefairing covering the breech of the right fuselage machine gun.- A small fuel tank was used for starting the engine, with a filler neck on the right sideof the fuselage spine between fuselage bulkheads 4 and 5.- The Bf 109 G-5/U2 had a cover on the underside of the left wing for access to the GM-1boost system pressure bottles located in the wing (7)- No intake gills for cockpit ventilation under the windscreen. In some cases, probablyon aircraft converted from older airframes, the cockpit ventilation openings may havebeen covered with circular caps (9)- Cockpit ventilation on the left side under the canopy were absent.- The Bf 109 G-5/U2 had a VDM 9-12159. 10 propeller with wider blades(as with the Bf 109 G-10).HISTORYINFO Eduard10February 2024Page 11
- The Bf 109 G-5/U2 in the 110 000 range production block had the GM-1boost system pressure bottles located in the left wing, the access coverfor which was on the lower wing surface (7).Example: Bf 109G-5/U2/R6, WNr. 27112, Flown by Maj. Walther Dahl,III. /JG 3, Bad Wörishofen, Germany, December, 1943.Third Production VariantThis characterizes part of Bf 109 G-5 and Bf 109 G-5/U2 production in block110 000. These aircraft had Erlahaube canopies and short rudders, and areoften confused with the Bf 109 G-6 or G-14.These aircraft can be identified by the following:- Short antenna mast.- Erlahaube-type canopy, non-pressurized. (10)- Short rudder.- Usually equipped with a ZVG 16 direction finder unit with its PR 16 loop antennaon the spine.- FuG 16 Z radio.- Command aircraft, equipped with a FuG 16 ZY radio with its Moranmast whipantenna mounted under the left wing were designated Bf 109 G-5/Y. (8)- FuG 25a IFF system.- REVI C 12 D gunsight.- REVI 16 B gunsight from the summer of 1944.- A small bulge covering the Knorr 300/10 compressor on the lower leading edge of thefairing covering the breech of the right fuselage machine gun.- A small fuel tank was used for starting the engine, with a filler neck on the right sideof the fuselage spine between fuselage bulkheads 4 and 5.- The Bf 109 G-5/U2 had a cover on the underside of the left wing for access to the GM-1boost system pressure bottles located in the wing (7)- No intake gills for cockpit ventilation under the windscreen. In some cases, probablyon aircraft converted from older airframes, the cockpit ventilation openings may havebeen covered with circular caps (9)- Cockpit ventilation on the left side under the canopy were absent.- The Bf 109 G-5/U2 had a VDM 9-12159. 10 propeller with wider blades(as with the Bf 109 G-10).EXAMPLE: Bf 109 G-5, W. Nr. 15729, Flown by Obstlt. Hermann Graf, Stab. /JG11, Jever, Winter 1944. The aircraft is sometimes listed as a G-6converted from a G-5, but it is a G-5. There could be several reasons why the 15 000 series airframes had an Erlahaube canopy.M. Baumgartl states that twenty Bf 109 G-5s were built, powered bya DB 628 A-0 engine with a two-stage supercharger and fitted with a VDM9-12159. 10 propeller with wider blades (as the Bf 109 G-10). One Hundredand thirty of these engines were built, so their use in the Bf 109 G-5 is notreally out of the question.The G-5/R2 version is a bit of an enigma. According to M. Baumgartl,seventy-two of a planned 126 were built, and according to him, it wasa photo-reconnaissance version, equivalent to the Bf 109 G-6/R2. They wereallegedly made without fuselage machine guns, but whether they were ac-tually produced is unknown. In addition to these machines, sixteen Bf 109G-5/R2/AS and 76 Bf 109 G-5/AS aircraft were also produced, powered bythe BD 605 AS engine with the VDM 9-12159. 10 propeller.Photo Reconnaissance Bf 109 G-6Part of the Bf 109 G-6 run was dedicated to photo reconnaissance.In the following paragraphs, the three photo reconnaissance versions aredescribed chronologically as they were produced. As a result, the Bf 109G-6/R3 version, produced in the summer and autumn of 1943, is describedbefore the Bf 109 G-6/R2 version, produced in late 1944.Bf 109 G-6/R3The photographic equipment in this aircraft consisted of an Rb 50/30 cam-era. Access to the camera was from the cockpit through a hatch in the rearsloping cockpit wall. The Bf 109 G-6/R3 had two grooves in the bottom of thefuselage/wing section to divert oil escaping from the oil cooler under thenose and to prevent the leaking oil from obstructing the camera lens. Thesegrooves were run parallel from the rear corners of the oil cooler across theentire center wing section to the trailing edge of the wing/fuselage transi-tion. The main armament was reduced to the MG 151/20 cannon. Fuselagemachine guns were not installed, the gun troughs were fared over, and in-stead of machine guns, an additional oil tank with a volume of 20 liters wasplaced in the compartment of the machine gun mounts. Unlike the laterBf 109 G-6/R2, the MW 50 boost system was not installed. Radio equipmentconsisted of a FuG 16Z radio and a FuG 25a IFF system. A ZVG 16 directionguidance system (Peilrufanlage) with a PR 16 (Peilrahmen) loop antenna onthe fuselage spine (Rüstsatz R7) could also be installed. The canopy, unlikethe G-6/R2, was of the standard type. In addition to the possibility of car-rying an auxiliary tank under the fuselage, a variant with two additionaltanks with a volume of 300 liters each under the wings was also developed,but it is not certain whether it was ever introduced into operational service.At WNF, 35 were produced in the summer of 1943 (between June and August)in production block 20 000, and five in the fall of 1943 in production block140 000.Rüstsatz R7(photo: Mikael Olrog / The Bf 109 Lair)HISTORYINFO Eduard11February 2024Page 12
Bf 109 G-6/R2Photographic equipment consisted of an Rb 75/30 or Rb 50/30 camera (1).They carried full gun armament and were powered by a DB 605 AM enginewith the MW 50 boost system that injected a mixture of water and metha-nol into the compressor intake. Between the second and third fuselagebulkheads just offset from the top of the spine was the MW 50 system tankfiller cap (4). The battery was moved to the luggage compartment in thecockpit, the luggage compartment door featured a recess covering the bat-tery (5). The radio equipment consisted of a FuG 16Z radio and a FuG 25a IFFsystem. AZVG 16 (Peilrufanlage) direction finder with its associated PR 16(Peilrahmen) loop antenna on the top of the fuselage (Rüstsatz R7) couldalso be installed. These machines likewise had grooves installed below thewing center section for draining leaked oil coming from the oil cooler (2),but they diverted the oil differently than the grooves on the Bf 109 G-6/R3.In this case, they arced from the rear corners of the oil cooler to the leadingedge of the lugs covering the wing spar mounting stud, where they met thelower surface of the wing. The rear-view mirror (6) mounted on the topinner frame of the windscreen was also characteristic of the photo-recon-naissance Bf 109 G. One hundred and ninety three Bf 109 G-6/R2s were pro-duced at WNF in November and December, 1944 in production block 230 000,together with the Bf 109 G-8/R5, and were likely structurally consistentwith respect to their manufacture. They had an additional bulge adjacent tothe fairing covering the right fuselage mounted machine gun (7). I believethat it was not without function, that it accommodated an air compressorto supply enough air to ventilate the cockpit. At least some Bf 109 G-6/R-2s(probably all) had an Erlahaube canopy, and always had a short rudder.On the right side of the mid fuselage between bulkheads 2 and 3 there wasapparently a large oval camera access cover (3). I don’t have photographicevidence of this on the G-6/R2, but it appeared on both the G-2/R2 and theG-4/R2, and it’s quite logical that it was carried over to the G-6/R2 as well.It may have also been on G-6/R3, if only because the original access to thecamera in the rear sloping cockpit wall was not possible since this wasnow the location of the battery (5).Bf 109 G-6/R3Bf 109 G-6/R2HISTORYINFO Eduard12February 2024Page 13
Bf 109 G-6/R2Photographic equipment consisted of an Rb 75/30 or Rb 50/30 camera (1).They carried full gun armament and were powered by a DB 605 AM enginewith the MW 50 boost system that injected a mixture of water and metha-nol into the compressor intake. Between the second and third fuselagebulkheads just offset from the top of the spine was the MW 50 system tankfiller cap (4). The battery was moved to the luggage compartment in thecockpit, the luggage compartment door featured a recess covering the bat-tery (5). The radio equipment consisted of a FuG 16Z radio and a FuG 25a IFFsystem. AZVG 16 (Peilrufanlage) direction finder with its associated PR 16(Peilrahmen) loop antenna on the top of the fuselage (Rüstsatz R7) couldalso be installed. These machines likewise had grooves installed below thewing center section for draining leaked oil coming from the oil cooler (2),but they diverted the oil differently than the grooves on the Bf 109 G-6/R3.In this case, they arced from the rear corners of the oil cooler to the leadingedge of the lugs covering the wing spar mounting stud, where they met thelower surface of the wing. The rear-view mirror (6) mounted on the topinner frame of the windscreen was also characteristic of the photo-recon-naissance Bf 109 G. One hundred and ninety three Bf 109 G-6/R2s were pro-duced at WNF in November and December, 1944 in production block 230 000,together with the Bf 109 G-8/R5, and were likely structurally consistentwith respect to their manufacture. They had an additional bulge adjacent tothe fairing covering the right fuselage mounted machine gun (7). I believethat it was not without function, that it accommodated an air compressorto supply enough air to ventilate the cockpit. At least some Bf 109 G-6/R-2s(probably all) had an Erlahaube canopy, and always had a short rudder.On the right side of the mid fuselage between bulkheads 2 and 3 there wasapparently a large oval camera access cover (3). I don’t have photographicevidence of this on the G-6/R2, but it appeared on both the G-2/R2 and theG-4/R2, and it’s quite logical that it was carried over to the G-6/R2 as well.It may have also been on G-6/R3, if only because the original access to thecamera in the rear sloping cockpit wall was not possible since this wasnow the location of the battery (5).Bf 109 G-6/R3Bf 109 G-6/R2Equipment layout in the fuselage of the Bf 109 G-6/R2:1. Battery2. Rb 50/30 or Rb 75/30 camera3. MW 50 water/methanol system tank4. FuG 16 Z radio 5. Compass (Mutterkompass)The Bf 109 G-6/U3 were a tactical reconnaissance aircraft (Nahaufkläreror Heeresaufklärer). The photographic equipment consisted of two Rb 12.57 x 9 or Rb 32/7 x 9cameras (2) , located in the lower part of the fuselageon the fifth fuselage bulkhead and covered by a closing door as indicatedin the second illustration below, and one Robot II Kleinbildkamera in theleading edge of the left wing, in front of the wheel well (1). This was cali-brated for photography at an altitude of 2000m (6,550 feet), but was usuallyremoved in practice. The radio equipment consisted of a FuG 17 radio, thestandard used in fighter and bomber aircraft. Apart from the frequenciesused, it was identical to the FuG 16Z, but, unlike the FuG 16, it had the op-tion of connecting with ground-based forward flight controllers. This ver-sion also had the FuG 25a IFF system. A ZVG 16 direction finding system(Peilrufanlage) with its associated PR 16 loop antenna (Peilrahmen) on theback of the fuselage (Rüstsatz R7) could also be installed.About twenty Bf 109 G-6/U3s were produced by WNF in the summerof 1943 in production block 20 000.HISTORYINFO Eduard13February 2024Page 14
Bf 109 G-8The Bf 109 G-8 was a development of the Bf 109 G-6/U3. They were tac-tical (frontline) reconnaissance aircraft (Nahaufklärer or Herresaufklärer).The photographic equipment consisted of two Rb 12. 57 x 9 or Rb 32/7 x9 cameras, located in the lower part of the fuselage on the fifth fuselagebulkhead and covered by sliding doors controlled from the cockpit (2), andone Robot II Kleinbildkamera in the leading edge of the left wing, ahead ofthe wheel well (1). They carried full gun armament, but many aircraft hadthe MG 151/20 engine mounted cannon removed at unit level. Also, the RobotII camera in the leading edge of the wing was also often removed in practice.Part of the Bf 109 G-8, twenty-nine machines with production numbers20 670 to 20 698 produced at WNF in September 1943 and 112 710 000 se-ries airframes produced in February and March 1944 were powered by theDB 605 A engine and lacked the MW 50 system. They had standard canopies.Another 760 or so Bf 109 G-8/R5s, produced between May and December,1944, were powered by the DB 605 AM engine with MW 50 water-methanolinjection into the intake of the compressor. The MW 50 system tank fillercap was to the right of the fuselage spine centreline behind the secondfuselage bulkhead (3). The Bf 109 G-8/R5 used 96 (or 100) C3 aviation fuel.The battery was moved to the luggage compartment in the cockpit, andthere was a characteristic bulge on the luggage compartment door project-ing into the cockpit to cover the battery. Like other photo-reconnaissanceBf 109 Gs, the G-8 had a rectangular rear-view mirror on the inner frameof the windscreen.The radio equipment consisted of a FuG 17 radio, later replaced by theFuG 16 ZS unit and the FuG 25a IFF system. A ZVG 16 (Peilrufanlage) directionfinder system with the PR 16 (Peilrahmen) loop antenna on the fuselagespine (Rüstsatz R7) could also be installed. All Bf 109 G-8s and G-8/R5sproduced had the Erla Vollsichtshaube canopy and short rudder. Someof the machines had the mast of the antenna moved rearward, in frontof the 2nd fuselage bulkhead, where the PR 16 antenna was usually located.The reason for this change is unclear. This may have something to do withthe retrofitting of the MW 50 system tank, but why this should be is notentirely clear. It may also be related to the type of radio used.(Author’s note: Prien/Rodeike references mentionplanned U2 (GM 1 boost system) and U3 (MW 50 system)kits. It does not appear that such things actually exist-ed. These authors have photos in their book of allegedG-8s with a standard canopy. These may be one of thefirst twenty-nine Bf 109 G-8s, produced in September1943 in the block 20 000 range, production numbers20 670 to 20 698, or could also be confused with theBf 109 G-6/U3)The Bf 109 G-8 could carry all available weapons.To what extent this possibility was only theoretical andto what extent these weapon sets were actually used is not clear. The use ofauxiliary tanks is documented and logical. This is the case for all photo-re-connaissance Bf 109 Gs produced. It seems unlikely that these valuable ma-chines, which were often lightened by the removal of some of the fuselagearmament, were used for risky combat missions. On the other hand, thereare known cases of pilots who achieved a number of kills on photo recon-naissance aircraft and even achieved ace status, such as Herbert Findeisen.During his two hundred operational missions flying photo reconnaissanceaircraft, he achieved 42 kills. After his 37 kills, as CO of 2. /NAGr 4, he wasawarded the Knight’s Cross. (NAGr = Nahaufklärungsgruppe).HISTORYINFO Eduard14February 2024Page 15
Bf 109 G-8The Bf 109 G-8 was a development of the Bf 109 G-6/U3. They were tac-tical (frontline) reconnaissance aircraft (Nahaufklärer or Herresaufklärer).The photographic equipment consisted of two Rb 12. 57 x 9 or Rb 32/7 x9 cameras, located in the lower part of the fuselage on the fifth fuselagebulkhead and covered by sliding doors controlled from the cockpit (2), andone Robot II Kleinbildkamera in the leading edge of the left wing, ahead ofthe wheel well (1). They carried full gun armament, but many aircraft hadthe MG 151/20 engine mounted cannon removed at unit level. Also, the RobotII camera in the leading edge of the wing was also often removed in practice.Part of the Bf 109 G-8, twenty-nine machines with production numbers20 670 to 20 698 produced at WNF in September 1943 and 112 710 000 se-ries airframes produced in February and March 1944 were powered by theDB 605 A engine and lacked the MW 50 system. They had standard canopies.Another 760 or so Bf 109 G-8/R5s, produced between May and December,1944, were powered by the DB 605 AM engine with MW 50 water-methanolinjection into the intake of the compressor. The MW 50 system tank fillercap was to the right of the fuselage spine centreline behind the secondfuselage bulkhead (3). The Bf 109 G-8/R5 used 96 (or 100) C3 aviation fuel.The battery was moved to the luggage compartment in the cockpit, andthere was a characteristic bulge on the luggage compartment door project-ing into the cockpit to cover the battery. Like other photo-reconnaissanceBf 109 Gs, the G-8 had a rectangular rear-view mirror on the inner frameof the windscreen.The radio equipment consisted of a FuG 17 radio, later replaced by theFuG 16 ZS unit and the FuG 25a IFF system. A ZVG 16 (Peilrufanlage) directionfinder system with the PR 16 (Peilrahmen) loop antenna on the fuselagespine (Rüstsatz R7) could also be installed. All Bf 109 G-8s and G-8/R5sproduced had the Erla Vollsichtshaube canopy and short rudder. Someof the machines had the mast of the antenna moved rearward, in frontof the 2nd fuselage bulkhead, where the PR 16 antenna was usually located.The reason for this change is unclear. This may have something to do withthe retrofitting of the MW 50 system tank, but why this should be is notentirely clear. It may also be related to the type of radio used.(Author’s note: Prien/Rodeike references mentionplanned U2 (GM 1 boost system) and U3 (MW 50 system)kits. It does not appear that such things actually exist-ed. These authors have photos in their book of allegedG-8s with a standard canopy. These may be one of thefirst twenty-nine Bf 109 G-8s, produced in September1943 in the block 20 000 range, production numbers20 670 to 20 698, or could also be confused with theBf 109 G-6/U3)The Bf 109 G-8 could carry all available weapons.To what extent this possibility was only theoretical andto what extent these weapon sets were actually used is not clear. The use ofauxiliary tanks is documented and logical. This is the case for all photo-re-connaissance Bf 109 Gs produced. It seems unlikely that these valuable ma-chines, which were often lightened by the removal of some of the fuselagearmament, were used for risky combat missions. On the other hand, thereare known cases of pilots who achieved a number of kills on photo recon-naissance aircraft and even achieved ace status, such as Herbert Findeisen.During his two hundred operational missions flying photo reconnaissanceaircraft, he achieved 42 kills. After his 37 kills, as CO of 2. /NAGr 4, he wasawarded the Knight’s Cross. (NAGr = Nahaufklärungsgruppe).Bf 109 G-12As with the Bf 109 G-4, the Bf 109 G-6 served as the basis for two-seatBf 109 G-12 conversions. The subsequent Bf 109 G-12 series was then created from the Bf 109 G-10 as well. These machines retained the attributes ofthe original fighters, but were equipped with a two-seat, dual-control cock-pit, with the rear instructor’s cockpit having simplified instrumentation.Regardless of the original production version, the two-seat machineswere always labeled Bf 109 G-12. The exact number of machines producedis unknown.Bf 109 G-14From July, 1944, Erla (and from August, Messerschmittt) produced theBf 109 G-14 in parallel with the Bf 109 G-6, corresponding to the last pro-duction version of the Bf 109 G-6 with the Erla Vollsichshaube type ca-nopy and tall rudder. All Bf 109 G-14s were fitted with the MW 50 systemas standard and therefore used C3 fuel with an octane number of 96 (100).A distinctive feature of all Bf 109 Gs with the MW 50 system installed wasa box-shaped projection on the baggage compartment door in the rearsloped wall of the cockpit, behind the head armor plate (2). This arose be-cause the installation of the water-methanol mixture tank for the MW 50system in the space behind the first bulkhead forced the battery for the ra-dio to be moved forward into the luggage compartment, which needed to beenlarged to accommodate it. All Bf 109 G-14s had a bulge under the fairingcovering the right machine gun, and all were also fitted as standard witha FuG 16 ZY radio with an on-board transponder for the Pegasus Y goniomet-ric sighting system with a Morane-type whip antenna (Moranmast) locatedunder the left wing. The gunsight was the REVI 16 B as standard.Most Bf 109 G-14s with the DB 605 AM engine were produced at the Erlafactory in Leipzig. They were manufactured in blocks 413 000, 460 000 to462 000, 464 000 and 465 000. These machines had a tall rudder (3), ErlaVollsichtshaube canopy (1) and Gallandpanzer armored headrest. Onlya small number of airframes were produced at Messerschmittt in produc-tion block 165 000, but some of the total production of about 110 G-14s wereto Bf 109 G-14/AS standard with a DB 605 AS engine.Example: Bf 109G-14, W. Nr. 464380, Flown by Mag. M. Bellagambi, 5 Squadriglia, 2 Gruppo Caccia,Aeronautica Nazionale Repubblicana, Osoppo, Italy, March, 1945HISTORYINFO Eduard15February 2024Page 16
The DB 605 AM engine was also installed in part of the Messerschmittproduced block of airframes in the 781 000 range, numbering about thir-ty birds, which had a low rudder. The remainder of this production blockwere Bf 109 G-14/ASs with the DB 605 AS powerplant. According to photos,there were standard G-14s with a low rudder even in the 782 000 seriesproduction block, in which H. H. Vogt lists only the G-14/AS. The six hundredBf 109 G-14/U4s, production block 510 000 to 512 000, armed with a 30mmMK 108 fuselage/engine mounted cannon, produced by WNF, also had the lowrudder and Erla Vollsichtshaube type canopy. These machines did not havethe bulge on the fairing above the right fuselage machine gun breech (6),and between bulkheads 4 and 5, they had an access cover for the compressedair bottle for the MK 108 engine mounted weapon (4). There was also anMW 50 system tank filler cap on the right side of the fuselage spine behindthe second bulkhead.Example: Bf 109G-14/U4, W. Nr. 512382, Flown by Lt. H. Schlick, 4. / JG 77,Schönwalde, Germany, November, 1944ConclusionsIf you have read this far, I value you sticking with me and I greatly appre-ciate that you understand that the subject surrounding the technical de-velopment of the Messerschmitt Bf 109 G-6 is extremely complicated. It isa theme that is probably without parallel in the history of aviation, per-haps remotely comparable are some types from the First World War,such as the Breguet 14 or the Hansa-Brandenburg C. I. But only remotely.For the Bf 109 G-6, the issue is complicated by the fact that production tookplace under extreme wartime conditions, under heavy Allied air raids andalmost constant reorganization of German war efforts. It was a situationthat is difficult to imagine today. The production of aircraft in Germany, andnot only the Bf 109 G-6, responded not only to the needs of the customer,the RLM and the Luftwaffe and its combat units, but also to the prevail-ing economic conditions and the deteriorating state of the industrial base.As a result of the air raids, a large part of the factories were destroyedor badly damaged, production operations were scattered to branch plants,hidden in the mountains, forests, railway tunnels or underground. The dy-namics precipitated by the changes were unbelievable, and moreover, thesechanges were intertwined on the production lines. The fact that three pro-duction plants were engaged in the production of the Bf 109 G-6 plays onlya partial role in this. During the war, between early 1943 and late 1944, proba-bly more than 13,000 Bf 109 G-6s were produced. The exact number is not andwill never be known, and a significant part of the production lacks definitivedocumentation. It was apparently irretrievably lost in the maelstrom of war.One reason I am writing these articles is because from time to time somelost documents turn up somewhere. Part of the facts presented in the textyou have read will certainly be further refined and corrected over time,thanks to new discoveries, or thanks to relevant new interpretations of al-ready known documents.If you research previously published material and kits of the Bf 109 G-6,you will certainly come across images of aircraft that do not correspondto their classification within the production variants we have discussed oreven to types according to other sources. Please, treat such cases withlenience. There will be many of them, even in the case of Eduard kits.Unfortunately, from the point of view of the facts and conclusions thatI tried to convey in my article, a large part of the profiles in current litera-ture and kits, whether by Eduard or someone else, are wrong. It may causesome loss of confidence in some, but let’s take it positively. Let’s take itas an opportunity to revise our old knowledge, assumptions and mistakes,because this type of research is an ongoing evolution and needs adjust-ments to evolve in the right direction.A nice example of the above is this Bf 109 G-6, serial number 160303, flownby III. /JG I’s Hauptmann Friedrich Eberle:HISTORYINFO Eduard16February 2024Page 17
The DB 605 AM engine was also installed in part of the Messerschmittproduced block of airframes in the 781 000 range, numbering about thir-ty birds, which had a low rudder. The remainder of this production blockwere Bf 109 G-14/ASs with the DB 605 AS powerplant. According to photos,there were standard G-14s with a low rudder even in the 782 000 seriesproduction block, in which H. H. Vogt lists only the G-14/AS. The six hundredBf 109 G-14/U4s, production block 510 000 to 512 000, armed with a 30mmMK 108 fuselage/engine mounted cannon, produced by WNF, also had the lowrudder and Erla Vollsichtshaube type canopy. These machines did not havethe bulge on the fairing above the right fuselage machine gun breech (6),and between bulkheads 4 and 5, they had an access cover for the compressedair bottle for the MK 108 engine mounted weapon (4). There was also anMW 50 system tank filler cap on the right side of the fuselage spine behindthe second bulkhead.Example: Bf 109G-14/U4, W. Nr. 512382, Flown by Lt. H. Schlick, 4. / JG 77,Schönwalde, Germany, November, 1944ConclusionsIf you have read this far, I value you sticking with me and I greatly appre-ciate that you understand that the subject surrounding the technical de-velopment of the Messerschmitt Bf 109 G-6 is extremely complicated. It isa theme that is probably without parallel in the history of aviation, per-haps remotely comparable are some types from the First World War,such as the Breguet 14 or the Hansa-Brandenburg C. I. But only remotely.For the Bf 109 G-6, the issue is complicated by the fact that production tookplace under extreme wartime conditions, under heavy Allied air raids andalmost constant reorganization of German war efforts. It was a situationthat is difficult to imagine today. The production of aircraft in Germany, andnot only the Bf 109 G-6, responded not only to the needs of the customer,the RLM and the Luftwaffe and its combat units, but also to the prevail-ing economic conditions and the deteriorating state of the industrial base.As a result of the air raids, a large part of the factories were destroyedor badly damaged, production operations were scattered to branch plants,hidden in the mountains, forests, railway tunnels or underground. The dy-namics precipitated by the changes were unbelievable, and moreover, thesechanges were intertwined on the production lines. The fact that three pro-duction plants were engaged in the production of the Bf 109 G-6 plays onlya partial role in this. During the war, between early 1943 and late 1944, proba-bly more than 13,000 Bf 109 G-6s were produced. The exact number is not andwill never be known, and a significant part of the production lacks definitivedocumentation. It was apparently irretrievably lost in the maelstrom of war.One reason I am writing these articles is because from time to time somelost documents turn up somewhere. Part of the facts presented in the textyou have read will certainly be further refined and corrected over time,thanks to new discoveries, or thanks to relevant new interpretations of al-ready known documents.If you research previously published material and kits of the Bf 109 G-6,you will certainly come across images of aircraft that do not correspondto their classification within the production variants we have discussed oreven to types according to other sources. Please, treat such cases withlenience. There will be many of them, even in the case of Eduard kits.Unfortunately, from the point of view of the facts and conclusions thatI tried to convey in my article, a large part of the profiles in current litera-ture and kits, whether by Eduard or someone else, are wrong. It may causesome loss of confidence in some, but let’s take it positively. Let’s take itas an opportunity to revise our old knowledge, assumptions and mistakes,because this type of research is an ongoing evolution and needs adjust-ments to evolve in the right direction.A nice example of the above is this Bf 109 G-6, serial number 160303, flownby III. /JG I’s Hauptmann Friedrich Eberle:According to the serial number, it should have a standard canopy anda short antenna mast. Nevertheless, the unlikely combination of a tallantenna mast and an Erlahaube-type cockpit covering is photographical-ly documented. The serial number is not, however, and it is derived fromthe loss of aircraft report. Hptm Eberle was shot down in his Bf 109 G-6on January 30th 1944 by a Thunderbolt piloted by Lt. Robert Booth of the369th FS (359th FG). It is possible that the gun camera footage does notshow the same aircraft as photos on the ground. But even so, the combina-tion of a tall mast and an Erlahaube canopy should not exist. But it does, andthere are more such cases. I do not want to discuss possible reasons here,various logical explanations can, of course, be offered. I bring this case upjust to illustrate that you can expect a lot from the Bf 109 G-6 and its variants.Prepare for cases when even the impossible can become a reality!In this article I have not dealt with aircraft powered by the DB 605 ASengine, such as the Messerschmitt Bf 109 G-6/AS and Bf 109 G-14/AS.This is mainly because it is a vast and complex topic in and of itself.The second reason is that I have dealt with these machines before. However,from the point of view of my current knowledge, it is clear to me that eventhat not-so-old article requires revision today. I therefore promise to comeback to it, revise it, and release an updated form when the Bf 109 G-6/AS andG-14/AS are released in 1/72 scale. The same also applies to the Bf 109 G-10.That will be it at this point, my friends, and I hope you didn’t need to stum-ble through this article, and that it has brought you much to your under-standing of the evolution of the Bf 109 G-6!Bf 109 G-6 MT-480 of 3/HLeLv 24 during maintenance in early July 1944 at Lappeenranta. This machine with WNr. 165464 and Stammkennzeichen TX+ZY was delivered to the unit on 7 Julyand its pilot was Ylik. Leo Ahokas. This airman with the MT-480 achieved the last of his twelve victories. [Photo: SA-Kuva].HISTORYINFO Eduard17February 2024SAVOIA MARCHETTI SM.79
Talking about a famous aircraft like the Savoia Marchetti SM.79 isn't easy, a lot has been written about it and, more or less, everything has already been said. To do it in an article is even more difficult since it’s very complex to summarize the very rich and exciting history of such a legendary aircraft. Nonetheless the development history of the SM.79 looks rather simple, a handful of well defined steps brought about, in a natural way, changes in aircraft production and evolutions in its service.
HISTORYhe origin of this project came fromthe necessity of reaching locations atconsiderable distances while transporting10 passengers at faster speeds than the othertransport planes of the time. Speed waskey, when engineer Alessandro Marchetti inFebruary of 1933 completed the first drawings,the aircraft designated SM.79, already had itstrimotor elegant profile. Many structural andaerodynamic characteristics promised greatperformance, retractable landing gears, threeradial engines Isotta-Fraschini “750” Asso of800 hp and Handley Page slots connected tothe flaps were some of them. In the spring of1934 the aircraft, now ready, was given thecivilian code I-MAGO which means “wizard” inItalian, a sign of things to come.owever the first couple of flights wererather disappointing, the speed, justover 350km/h, was nowhere near what it wassupposed to be. The cause of the problem wasquickly identified in the engines,which justweren’t powerful enough and were not idealfor high performance. The solution was toturn to Alfa Romeo, in particular to the Alfa125 RC.35 which were license built BristolPegasus.. The designation of the engine isimportant,explaining the motivations of thechange. "R" stands for Radial, so an enginewith 9 cylinders in a star shape, "C" standsfor Compressor which means that the enginehad a single speed compressor, that wouldenter in action only at a certain altitude inorder to rebalance power. With higher altitudethe progressive lack of oxygen causesa substantial loss of power in the engines andthe compressor is needed to counter that loss,compressing air and fuel thus injected in thecylinders with higher pressure and energy.Finally "35" (3500 meters) was the altitudeat which the compressor started working,allowing the aircraft to keep its performanceeven above this altitude. With the new enginesthings changed quickly, the SM.79P brokehandily the 400km/h speed, a new record thatno other transport plane had ever achieved.he aircraft was subject of numeroustests from pilots of Roma-Guidonia thenstarted to be used for flights towards Westand East Africa as VIP transport. Those flightswere major records, completed without anyissues and at an impressive rate. Meanwhile,military clashes were brewing in Somaliaand Eritrea, so these very promising outlookspersuaded the SIAI to develop a militaryversion which had an increased autonomy andmilitary payloads such as bombs and machineguns. Just as the first military versions cameout of the factory there was another changein the engine, adopting the new Alfa 126 RC.34which would go on to become the main engineof the aircraft until the end of the war. By theend of 1935 the aircraft had already completedall the tests and real bombing runs, while,sadly, the political and military situation inSpain was worsening, turning into a civil war.AVOIA MARCHETTISM.79FROM TRANSPORT PLANETO DARING TORPEDO MISSIONSMaurizio Di TerlizziTalking about a famous aircraft like the Savoia Marchetti SM.79 isn't easy, a lot hasbeen written about it and, more or less, everything has already been said. To do itin an article is even more difficult since it’s very complex to summarize the veryrich and exciting history of such a legendary aircraft. Nonetheless the developmenthistory of the SM.79 looks rather simple, a handful of well defined steps broughtabout, in a natural way, changes in aircraft production and evolutions in its service.TTHINFO Eduard18February 2024Page 19
HISTORYermany and Italy, supporting Franco'sFascist dictatorship, gave men andequipment to the war effort, utilizing theconflict as a testbed for new weapons andtactics. The SM.79 couldn’t have missed thischance and in February 1937 roughly 60 ofthose planes reached Spain having beenbought by the Francoist government. Another92 planes sent by the Italian governmentjoined in and started bombing targets alongfellow Italian and German planes. It must besaid that the peculiar configuration of thepayload in the fuselage raised some doubts,the bombs being attached vertically, wouldhave to unnaturally rotate when dropped,at the expense of precision. The aiming dutyfell to the commander of the aircraft that hadto go through the entire airframe to get to thebombsight which was in the “gondola” situatedalmost at the tail section. He also had controlof the rudder through a little steering wheel,allowing him to adjust his aim. The quantityand different kinds of payloads was selectedby the pilot through a big keyboard that wasironically called “Typewriter”. The deploymentof the SM.79 in Spain was a success, enemyfighters weren’t fast enough to intercept themand this contributed even more the reputationof the aircraft, although failing to rationallyconsider more modern aircraft that would soonenter into service. In any case it became theRegia Aeronautica standard bomber, sharingits service with the Fiat Br. 20.n 1937 came the idea to modify the SM.79in order to participate in a French sportingcup race which was to start in Istres, gothrough Damascus and end in Paris. Theidea was to extensively modify 6 aircraft.The military components were removed, thefuselage was improved as well as the engines,radio and navigational equipment. A noticeableincrease in maximum weight for takeoffbrought an increase of utility equipment andautonomy. The aircraft were labled SM.79Cfor “Corsa” (Race) and they were quickly ableto participate in the cup in August 1937. Rightfrom the start it was clear the Italians weresuperior, their aircraft sported a bright redpaintjob that would then be known as “RossoCorsa”. Even after some unfavorable weatherA very early picture of the first prototype of the SM.79 serialled I-MAGO in its passenger configuration with cabinside windows.A nice shot of the personal SM.79C airplane of Bruno Mussolini, the son of the Chief of the Government at thattime. The plane joined the famous Istres-Damascus-Paris flying race in August 1937.A wonderful formation of several SM.79 taken in Spain during the SpanishCivil War. SM.79s were fast and reliable, and performed bombing missionswith very few lossesgIINFO Eduard19February 2024Page 20
HISTORYconditions on the Mediterranean betweenDamascus and Paris, the aircraft code namedI-CUPA reached the french capital beating allthe opponents and winning the Cup hosted bythe French Aero Club in honor of the 10 yearsanniversary of the Lindbergh flight. It wasa triumph and such a big success that itbrought up an old Italian ambition, to connectwith fast aircraft the nations on both sides ofthe Atlantic. To achieve this the SM.79C wereeven more modified to make it from Rome toRio de Janeiro. When the crew were ready,three aircraft took off, reaching the midpointof Dakar in less than 11 hours. From there, information, they crossed the Atlantic at about400km/h. A huge crowd was waiting for themat the finish line, with great satisfactioneveryone thought the SM.79 was the aircraftof records.adly war was brewing again and theSecond World War would see this beautifulplane as a protagonist. With the outbreak of thewar, the SM.79 was sent into combat in almostall theaters, carrying out all kinds of missions.Bombing, transport, reconnaissance and evenlow level incendiary bombing runs. The aircraftwas well liked by the crews and even if it wasalready obsolete, due to the one piece woodenwing and the metallic tubes framed and canvacovered fuselage, it remained the backboneof the Italian military operations in Africa,Albania and the Mediterranean, carrying outan impressive number of missions. Already in1940, almost all military operation were againstthe British “Home Fleet” which was a seriousthreat due to the convoy escorts and port raids.Many different camouflages schemes for these 193^ Squadriglia flying along balkans coastline. The Electring man insignia was painted on fuselage sides.A torpedo-bomber SM.79 belonging to 204^ Squadriglia.Many authors assigned this specific plane to MarcheseEmilio Pucci, a pilot that after the war became a veryfamous fashion firm owner and designer.SINFO Eduard20February 2024Page 21
HISTORYHigh altitude bombing being ineffective, forreasons already said,that prompted an interestto convert the SM.79 into a torpedo bomber.Italy had a long standing tradition when itcame to torpedoes which were produced inseveral factories, the idea was convincingenough that some SM.79s were convertedto carry these weapons under the fuselage.Racks for two torpedoes were attached underthe belly, an extra fuel tank added in place ofthe bomb compartment, and different aimingdevices were developed so that the movingtarget would be hit at a specific angle of attack.The propaganda picture showing an SM.79 withtwo torpedoes sent shockwaves all around theglobe, contribuiting to the false myth that theaircraft could carry two of them in combat. Thismyth lasted for years after the war, even in themodelling world, Airfix is still selling a SM.79in 1/72 which splendid box-art shows severalSparviero with two torpedoes under their belly.Along the name Sparviero (Sparrowhawk)the nickname “Gobbo Maledetto” (DamnedHunchback) was given to the aircraft due tothe large cabin on top of the fuselage were theradio operator and the engineer sat along witha Breda-Safat 12.7mm machine gun to defendagainst enemy fighters.ith the introduction of the first six SM.79modified to carry the SIAI torpedo,preparations were made for the first combatactions. On the 25th of July 1940 the RepartoSperimentale Aerosiluranti was created,speeding up preparations of the equipmentand crew it was ready for early August. Thefirst torpedo combat action was carried outagainst the port of Alexandria by 5 planes onthe night of the 15th of August. It wasn’t a totalsuccess however, one SM.79 was lost withoutany tangible victory. The determination of thecrews, however, lead the way for a seriesof very successful missions that took intoaccount all the previous errors. New tacticsand techniques were developed and victoriesdidn’t take long. From 1940 to 1943 a greatnumber of Sparviero were modified or built inthe torpedo bomber configuration even withshortages, sabotage and the ever increasingenemy fighters threat that made torpedoruns much more dangerous. The amount ofsank or damaged ships by the SM.79 speaksfor itself, contributing to fuel the myth of the“gobbo maledetto”. Despite being obsoleteor if it wasn’t designed for such actions, thisaircraft was a perfect adaptation, even whencompared to its successor the SM.84, whichfailed to replace it.With the Armistice in Italy inSeptember 1943 there were still a lot of SM.79,but the fall of the fascist government andthe Italian military apparatus brought abouta great crisis. With the Civil War on the horizon,Italy divided, in the North the new fascistregime still allied to the Germans, while theSouth sided with the allies. The SM.79s sawcombat actions once more, in the South itwas limited to transport and training, but inthe North torpedoes were still being attachedto the belly of the aircraft. SIAI had alreadymodified the Sparviero project with new “bis”A post-war SM.79attached to Zona Roma,a big unit based in centralItaly. Side windows can beseen on fuselage sides.A wonderful pics of the interior of a preserved SM.79 in Italy, with many details andcolours well visible.The famous "typewiter" placed inside the bomber aimer gondola. It was a device thatselected the order of launching bombs and their selection.WINFO Eduard21February 2024Page 22
HISTORYversion, the aircraft were greatly improvedwith new Alfa 128 engines, a more powerfularmament, new radios and the removal ofthe gondola. All these changes finalized theSparviero into a true torpedo bomber. Takingadvantage that SIAI was in Northern Italy, theANR (Aeronautica Nazionale Repubblicana)was able to group together new and oldequipmen t and determined crews ready to at tackthe enemy that was climbing the Peninsula.The ANR carried out daring torpedo runsin Ancona, Bari, to counter the landingsat Anzio and even a night time raid onGibraltar. The losses decimated theranks, along with aircraft lost in combatmissions a lot were also lost in transportflights intercepted by enemy fighters.hen the war in Europe was finally over,a great number of SM.79 were stillairworthy. They would go on to have a majorrole in the rebirth of the new AeronauticaMilitare Italiana that struggled to get back onits feet due to the losses of men and equipment.More obsolete than ever, the SM.79 still servedwith many squadrons after the war, waitingfor the Allies to grant surplus or more modernaircraft. The SM.79 also had one last merit thatdeserves a mention. 4 aircraft converted totransport planes were sold to Lebanon in 1949.In a time of great economic struggle sellingthose 4 aircraft was needed to not go bankruptbut many years later it would turn out to be anextraordinary blessing. With the phasing out ofthe lebanese SM.79, that government donatedone back to Italy and today it is on display atthe museum of Vigna di Valle. Nobody at thetime thought about preserving some of themfor future memory so all italian SM.79 weredestroyed. Without Lebanon, which lateddonated a second one to the Caproni museum inTrento, today there wouldn’t be any Sparvierofor our eyes to marvel at or to remember thesacrifice made by so many men in combat.The second example of SM.79 preserved in the world is on display with Lebanese colours at Caproni Museum at Trento, in Northern Italy.The SM.79 preserved at Vigna di Valle Museum near Rome, Italy, with topsides just repainted in an unusual and strange "olive drab" colour.WINFO Eduard22February 2024Page 23
ALBATROS: TIPS AND TRICKS
Karel Pádár is one of the founders and executive directors of Eduard. He is also an accomplished modeler whose love is 1/72 scale kits of Japanese aircraft of all eras. He is a multiple national champion in plastic modelling and his most famous projects include scratch-built models of Kawasaki C-1 transport aircraft.
BUILTAero L-39C/CM/ZA/ZOIn the 12/2023 issue of INFO Eduard magazinewe published a photo gallery of the HungarianAir Force L-39ZO model in 1/72 scale. This L-39for INFO magazine was built by Karel Pádár fromthe ALBATROS kit, cat. no. 2109 in Limited edition.We asked Karel to photograph the constructionprocess and share his knowledge about thepreparation and completion of the model.This is an older kit, which has already beenthrough a lot. It was tooled in 2002 witha technology that we no longer use today. In 2011,newly designed engine intakes were added tothe kit, but the mold was later damaged. Afterrepairing it, we produced a new frame of clearparts in 2023. Despite these modifications, it‘sstill a more than twenty year old model ratherintended for experienced modelers.This is how Karel Pádár prepares tobuild the model:- He collects the maximum amount of photographicand other technical data.- He studies the kit and evaluates which versionof the aircraft the kit allows him to build welland accordingly chooses the camouflage of theaircraft whose model he will build.- he studies the documentation for a specificaircraft and compares it with the kit.- From this, the notes in the instructions aregradually created according to the chosencamouflage. He keeps a careful written planof the building process and, if necessary, drawssketches of the parts that need to be significantlymodified or re-created.Cat. No. 2109, Marking JKarel Pádár is one of the foundersand executive directors of Eduard.He is also an accomplished modelerwhose love is 1/72 scale kits ofJapanese aircraft of all eras. He isa multiple national champion inplastic modelling and his mostfamous projects include scratch-built models of Kawasaki C-1transport aircraft.Built by Karel PádárKarel Pádár does not peel off the surface film when applying decals. He uses them as classic thin decals.TIPS AND TRICKSOne of the last additions to Karel Pádár's collection,a model of C-46D Commando transport aircraft, builtfrom Williams Brothers kit in 1/72 scale. He recreatedpanel lines on the entire model surface and used manynew parts, including Plus Model accessories.INFO Eduard24February 2024Page 25
BUILTWhen preparing to build a model, he prepares a planof the process and makes notes in the instructionsthat relate to the specific plane he is building.If a part needs to be significantly modified or evennewly manufactured, he prepares a sketch of it.He uses silver paint rather than surfacer to identifythe depressions on the surface of the mouldings.The depressions are more visible.Seats in the process of modification.Karel‘s insights from this model building that hewould like to share with modelers follow below.The references are for the printed version of theinstructions for kit cat. no. 2109.Page 3 of the instructions- Part A6 must not fit below the level of the cockpitedges. The clear D6 part will later seat on top ofthe A6 part, among others.- It is advisable to postpone the gluing of part A15until later, as it needs to be slightly shortenedfrom the bottom to fit in with the other parts.- It is not necessary to cut off part A10, whichis marked in red.Page 4 of the instructions- Do not forget to put the ballast in the bow.Page 5 of the instructions- The A5 and A26 headrests have depressions andneed to be filled.- Seat parts B6, A21 and B7 need to be thinned atthe contact surfaces to allow the seat to fit intothe cockpit. If the parts were not thinned, the seatwould be about 2 mm wider and would not fit inthe cockpit.- The headrests should be recessed (in real planefor pilot´s helmet) according to the photos.Page 6 of the instructions- Parts B9, A8, B14 and A7 must be paintedin advance, including the leading edge of theengine intake inlet. Note that silver paint shouldbe applied to the leading edge of parts A7 and A8on the outside and inside.- The drop-shaped radio navigation antenna,located above the rudder, had to be moveddown 1.5 mm. It can be replaced, for example,by a modified photo etched part No 124.- It is advisable to cut wedge-shaped gaps at theouter edges of the elevators (and later add staticelectricity dischargers).- After the fuselage halves are glued together,it is necessary to paint with camouflage paintthe area of the fuselage sides that will later becovered with parts B9 and B14.Page 7 of the instructions- The landing gear legs should be modifiedaccording to the photographs.- There are depressions in the plastic on the rackparts under the wing. It is advisable to sandthem down, rework the panelling accordingto the photos and add brackets using Evergreenprofiles.- On the lower part of the fuselage there isa missing hole for the auxiliary power unit outlet,it should be drilled according to the photos.Page 9 of the instructions- Part D6 is incorrectly shown in the printedversion of the instructions in the „open canopy“position.INFO Eduard25February 2024Page 26
BUILTFinished seats.When painting the interior, it‘s a good idea to first createthe padding on the cockpit sides and then mask it.The A6 part, located between the front and rear of thecockpit, must be fitted so that its top edge comes outat the same level as the edge of the cockpit.Finished cockpit including correctly seated D6 cockpit frame part.Small parts before installation in the cockpit.Even the control sticks can be easily upgraded.Comparison of a finished seat, whose width wasnarrowed during construction, with an original kitseat that is too wide.INFO Eduard26February 2024Page 27
BUILTIncreased attention should be paid to the timelypainting of parts A7, A8, B9 and B-14.Using a plate of the correct thickness, adjustthe length of the wires.The undercarriage can be easily upgraded with wires,needles and also the use of masking tape to createthe undercarriage details.It is advisable to paint the reflector black beforeinstalling the clear part and mimicking the bulb withsilver paint.Finished reflector and preparation of the bulgeon the pylon of the wing end arch.The aft fuselage area also requires filler.Preparation for the installation of wire struts for partsB9 and B-14.INFO Eduard27February 2024Page 28
BUILTKarel Pádár uses Tamiya X-22 glossed coat whenpainting some of the photo etched parts. It is advisableto test the effects of the varnish beforehand. Somevarnishes can damage the coloured surface of photoetched parts.Finished dashboard from two photo etched parts. Preparing a new antenna in red, made from an etchedpart, to be placed over the rudder.Karel Pádár made extensive use of Eduard‘s setof position lights when building the model.In some cases it is more convenient to make partof the framing of the canopy from a newly made decal.Pitot tube newly made from two needles comparedto the original kit part.The model is nearing completion. Karel Pádár used white paint with gloss coat before to apply the large decalon the vertical tail. Due to the size of the decal, he stabilized it with diluted dispersion glue and let it set for abouta day. He did not peel off the top film layer from decals.INFO Eduard28February 2024Page 29
BUILTThe lower part of the completed model, including the added outlet of the Sapphire auxiliary power unit on the leftside of the lower aft fuselage.INFO Eduard29February 2024Air War in Ukraine - Wish for something, the red stars are falling!
In the period covered by this part of the series, the Russian air force suffered some of the highest losses in the air, excluding the initial months of the invasion. Between December 1 and December 31, 2023, Ukrainian anti-aircraft defense shot down five to seven Russian aircraft, including one helicopter being taken out of service. Systematic attacks also continued in the occupied Crimea and the ships of the Black Sea Fleet. Unfortunately, at the end of the observed period, the Russians launched long-awaited winter missile attacks on Ukrainian cities.
HISTORYMiro BaričAir War in UkraineWish for something, the red stars are falling!Czech self-propelled machine guns MR-2 Viktor caliber 14.5 mm have been in the Ukrainian service for a long time.In the period covered by this part of the series, the Russian air forcesuffered some of the highest losses in the air, excluding the initialmonths of the invasion. Between December 1 and December 31, 2023,Ukrainian anti-aircraft defense shot down five to seven Russian aircraft,including one helicopter being taken out of service. Systematic attacksalso continued in the occupied Crimea and the ships of the Black SeaFleet. Unfortunately, at the end of the observed period, the Russianslaunched long-awaited winter missile attacks on Ukrainian cities.The first Russian loss occurred on Tuesday,December 5, when a Su-24M bomber attemptedto attack Odesa from the south. According tosome sources, it intended to launch missiles,while others claim it carried gliding bombs witha range of up to 70 km. Instead, it was shot downby a Ukrainian missile in the area of Snake Island.The Patriot system was likely used. Ukrainiansreceived two batteries in the spring of the previousyear, initially used for the defense of Kyiv, and onebattery was later transferred to Odesa in the fall.At the end of last year, they were supposed toreceive a third battery from Germany, and it seemsthey successfully used it not only in a defensivemode, as we will later see.Both pilots of the downed Su-24M, belongingto the Russian naval aviation, were supposed toeject, but they did not survive. Russians sent anAn-26 aircraft and an Mi-8 helicopter to searchfor them, but the search was unsuccessful. On thevery next day, Wednesday, December 6, Russianslost an Mi-8 helicopter. It landed in a field nearthe village of Mankivka in the Svatove district ofthe Luhansk region. It stayed on the ground longenough for a Ukrainian drone to notice it and guidethe firing from the M142 HIMARS rocket launcher.The rocket did not directly hit the helicopter butexploded nearby, still causing the fuselage to bepierced by fragments.On Sunday, December 17, Russians lost a Su-25attack aircraft. The location and circumstanceswere not specified. The pilot, a lieutenant colonelwith the call sign Mason, lost his life. According tosome sources, he was shot down by his own BukM3 air defense system. According to other sources,he was flying by instruments in very bad weatherand crashed after losing orientation. It is worthnoting that the Russian side does not officiallyreport its losses. However, the losses of pilots areusually confirmed by sources on social networks,such as the Telegram channel Fighterbomber.Three Sukhois shot down at the same timeBlack day for the Russian air force occurredon Friday, December 22, when a group of Su-34fighter-bombers fell into a deadly trap. Russianaircraft regularly flew to bomb the Ukrainianbridgehead on the left bank of the Dnieper andartillery positions on the right bank of the river.A similar situation occurred last May in northernUkraine when Russians regularly flew to bombPhotos: Ukrainianarmed forces,social media and otherpublic sourcesINFO Eduard30February 2024Page 31
Inscription on a Russian bomb as a memento for the Su-25 pilot nicknamed Mason. Russian rescue helicopter Mi-8.At least two of the downed pilotswere found alive on December 22.The first confirmed casualty fromthe downed Su-34 was LieutenantStepan Zhirnov from the 277thBomber Aviation Regiment.According to thelatest information,Captain VyacheslavKisilev from the559th BomberAviation Regimentalso died onDecember 22.Major StanislavRomanenko, whodied in a UkrainianSu-27 at the Ozerneairbase.Equipment at the site where one of the pilots from the downed Russian Su-34 ejectedon December 22, 2023.Damaged Ka-52, captured in Crimea in September. The footage appearedthree months later.HISTORYUkrainian territory with gliding bombs. However,Ukrainians moved the Patriot system closer to theborder, and on May 13, 2023, they shot down twoaircraft and three helicopters. They did a similarthing now in southern Ukraine and reportedthe shooting down of three Su-34s at once.It was supposed to happen in the Chaplynka andKalanchak districts of the Kherson region. Officialconfirmation from the Russian side, of course,was not announced. Unofficial sources, however,stated that at least three pilots died, and at leasttwo others survived the shootdown. This wouldsuggest the downing of three Su-34s, which havea two-member crew. The identity of one of thedead pilots was confirmed as Lieutenant StepanZhirnov from the 277th Bomber Aviation Regiment.Although the Russian side officially remains silent,the loss of three Su-34s at once shook the Russianair force. Until then, they released about a hundredgliding bombs daily on the Ukrainian bridgeheadaround the village of Krynky, on the next day,Saturday, December 23, these attacks stoppedcompletely. And the Ukrainians were not donewith their mission by any means. On Christmas,December 24, they reported the downing ofanother Su-34 near Mariupol and a Su-30 nearOdesa. This would truly suggest the deploymentof two Patriot batteries in southern Ukraine. Oneprotects Odesa, and the other moves as needed.The mentioned Telegram channel Fighterbombereven stated that this battery was placed on a trainfor easier and faster relocation. However, thisinformation cannot be verified and seems ratherunlikely.In addition to all the above mentioned recentshootdowns, photos documenting older losseshave also appeared. On Saturday, December 23,images of a damaged Ka-52 helicopter werepublished, as it was transported on a traileracross the Kerch Strait to occupied Crimea.The footage dates back to September and probablyrelates to the Ukrainian offensive in the Zaporizhiaregion. During this offensive, Ukrainians reportedseveral hits on Ka-52 helicopters, which were notvisually confirmed at that time.INFO Eduard31February 2024Page 32
Ukrainian Losses and SuccessesA similar case of confirming previouslyundocumented losses from the previousperiod has also occurred on the Ukrainian side.On Friday, December 8, footage of an Mi-8helicopter wreckage was released, which hadcrashed into a house, likely in the Khersonregion. When and under what circumstancesthis happened is unknown. The fate of the crewis also unclear. A confirmed loss during thisperiod on the Ukrainian side occurred on Friday,December 22. After the alarm was raised due toapproaching Shahid drones, a Su-27 fighter tookoff from the Ozerne base in the Zhytomyr region.It was piloted by Major Stanislav Romanenko fromthe 39th Tactical Aviation Brigade. A few minutesafter takeoff, the aircraft crashed near the airport,and the pilot died. The cause of the plane crash isnot yet known. Romanenko was already retired,but after the Russian attack in February 2022,he again assumed an active duty as a pilot withthe Ukrainian Air Force.In addition to shooting down the aircraft,Ukrainians also claimed another significantsuccess in attacks on surface targets. In theport of Feodosia in occupied Crimea, on Tuesday,December 26, a landing ship of the Ropucha classwas destroyed. Before the war, the Russiansconcentrated thirteen landing ships in the BlackSea. However, the expected amphibious operationagainst Odessa never took place, and thesevessels serve only to transport supplies for thefrontline units. Ukrainians gradually managedto destroy Saratov and Minsk ships and damagethe Olenegorsky Gornyak. Novocherkassk is nowthe fourth decommissioned landing ship of theRussian fleet.Its demise was captured in several videos. Theship was hit by Storm Shadow missiles, caughtfire, and then suffered a massive explosion. Thecargo being carried, which probably consistedof artillery shells and rocket launcher missiles,exploded. However, initial reports mentioneda shipment of Iranian drones. The ship's fragmentswere scattered within a radius of 700 meters, andresidents of Feodosia found debris in their yardsand on the streets for several days after theincident. The explosion also caused the sinkingof the old training ship UTS-150, converted froma former T43-class minesweeper from the 1950s.It was anchored opposite the landing ship on theother side of the port basin.The wreckage of Novocherkassk sank tothe bottom of the harbor, with only the burnedremnants of the bridge, chimney, and broken mastremaining above water. Some Russian sourcesadmitted that 33 sailors were missing after theattack. The Ukrainian side reports that about 70Russians died on the ship. What followed thesinking of Novocherkassk vividly illustrates thework of Russian propaganda, aiming to inundatethe information space with a multitude of versionsthat not only contradict available evidence butoften contradict eachother. Do not look for logicin this; Russia is merelytrying to marginalize anddoubt the truth in thisway.In the case ofNovocherkassk, forexample, the Russianstook advantage of thefact that higher-qualityfootage was not availableshortly after the attack.The wreckage of the shipwas not clearly visible atthe pier, and the buildingsand cranes on the pierappeared untouched. Therefore, claims emergedthat Ukrainians did not sink any ship in Feodosia,and the video of its explosion is fake. However,further images quickly revealed that even theconcrete pier was seriously damaged, and it likelydiverted the explosion's energy away from thebuildings and cranes. The shipwreck was alsoclearly visible in subsequent satellite images.Afterward, the Russians tried to downplay theloss of the ship by claiming that it was alreadydecommissioned and unused. However, theSuchonimus channel on YouTube, based on recentsatellite images, demonstrated that althoughNovocherkassk regularly anchored in the sameplace, there were days when it was absent fromthe harbor. Obviously, it was lifted to pick upsome cargo during those times. This happened,for example, on October 18. Russians also labeledFeodosia as a peaceful civilian port with noAmerican guided gliding bomb under the wing of a Ukrainian MiG-29 fighter.Fire on the Russian landing ship Novocherkassk in the port of Feodosia.The wreck of theNovocherkassk ship aftersinking near the pier.Czech self-propelled machine guns MR-2 Viktor caliber 14.5 mm have beenin the Ukrainian service for a long time.HISTORYINFO Eduard32February 2024Page 33
defenses, explaining how Ukrainians managedto sink the ship. However, this claim was easilyrefuted by Suchonimus based on satellite images.In the photo from October 2, Feodosia can be seenwith 16 ships, at least seven of which are military,including two corvettes and two minesweepers.The assertion of a civilian port without defensescontradicts another Russian version, according towhich the port's defense worked excellently andshot down two attacking Ukrainian Su-24 aircraftdirectly above the ship. The huge explosion in thevideo is said to capture the end of the Ukrainianplanes. Ignoring the fact that, according to multiplestatements from the Kremlin, all Ukrainian Su-24swere already eliminated sometime in the summerand fall of 2022, it is a childish excuse, especiallyconsidering that Su-24s release low-flyingmissiles hundreds of kilometers away from thetarget. Therefore, they did not need to fly over theterritory controlled by Russia during the attack.The Largest Attack of the Entire WarAt the very end of the observed period, Russiaresumed its bombing offensive against Ukrainiancities. For several months, it had been usingprimarily Shahid drones, which helped map theactivity of the Ukrainian air defense. However, onFriday, December 29, Russia launched a large-scale attack using a significant number of missilesand low-flying missiles, fired from 18 strategicbombers. A total of 122 were aimed at Ukraine,of which the defenders managed to destroy 87.They were complemented by 36 drones, of which27 were shot down. It was the largest aerial attacksince the beginning of the war. The targets includedKyiv, Kharkiv, Dnipro, Lviv, Odessa, Zaporizhia,and other cities. The attack resulted in 58 humancasualties and more than 160 injuries.The target this time was not the energyinfrastructure as in the past winter, but themilitary-industrial complex, specifically objectsthat Russians believed were used for militaryproduction. However, Ch-22 missiles were alsoused in the attack, which the Ukrainian defensestruggles to intercept due to their high speed, butthey are notoriously inaccurate. Consequently,the projectiles again hit mainly civilian objects.The impact affected 45 apartment buildings, overZSU-23-4 Shilka self-propelled anti-aircraft gun in Ukrainian service.The battle against drones is ongoing around the clock.Cannons mounted on MT-LB chassis are also used against drones.Burning shopping center hit on December 29 in Dnipro.HISTORYINFO Eduard33February 2024Page 34
100 houses, schools, hospitals, two churches,shops, warehouses, and a metro station. In Kyiv,33 people died, and 35 were injured. In Dnipro,where a maternity hospital and a shopping centerwere hit, seven people died, and 30 were injured.In Odessa, the attacks claimed five lives andinjured 27 people. During the attack, one of theRussian missiles penetrated Polish territoryand, after about three minutes, turned back intoUkrainian airspace. It appears to be a deliberatemaneuver aimed at avoiding Ukrainian defenseand attacking from an unexpected direction. Therewere also cases where Ch-101 missiles releaseddecoy targets during flight. It is unclear whetherthey were pre-programmed to do so in specificareas or if they have a sensor that alerts themwhen they are targeted.Ukrainian RetaliationOn the following day, Saturday, December 30,Ukraine launched 70 drones targeting locations inRussian territory. The most severely affected wasthe city of Belgorod, approximately 40 km fromthe Ukrainian border. Russian authorities claimthat Ukrainians targeted civilian objects, includinga skating rink, a shopping center, and a university.Twenty-five civilians were reported dead, and over100 were injured. However, based on photographsreleased by Belgorod residents, it appears that thecity was mainly hit by its own air defense missiles.Some debris found in the streets was identified asremnants of S-300 missiles, and several houseswere hit by missiles from the Pantsir systems.The Kremlin rejected this claim, and a militaryspokesperson stated that the Russian armedforces precisely target their objectives withoutcausing any collateral damage. Remember thisstatement, as we will come back to it later inthe continuation. Mutual attacks between thetwo sides continued. After Belgorod was shelled,Russia launched missile attacks on Kharkiv,hitting a hotel, apartment buildings, and other"military" targets. In the following days, Russia alsodeployed 49 drones against Ukrainian cities.The shelling of Belgorod had repercussionsin the UN. The Kremlin, without any evidence,claimed that Ukraine used RM-70 Vampire rocketlaunchers supplied from the Czech Republic. Theycould not have had any evidence because evenwith extended-range rockets, the Vampire fromUkrainian territory could not reach the center ofBelgorod. Nevertheless, Russia sought to summonthe Czech representative to the UN to provide anexplanation. However, the Czech representativerefused the summons and did not allow himself tobe exploited by Russian propaganda.F-16 from the Netherlands as wellDuring the observed period, problems with thedelivery of necessary weapons and ammunitionescalated due to internal political disputes in theUnited States. Despite this, there were positivedevelopments for Ukraine. For example, missilesfor Patriot systems are manufactured underlicense in Japan. Although they are not directlydelivered to Kyiv, Japan agreed to provide itsproducts to the United States, which could thensupply Patriot missiles to Ukraine. Good newsalso came regarding F-16 fighter jets. In additionto Belgium, Denmark, and Norway, which hadalready promised their delivery, the Netherlandsjoined during the observed period, announcing thatit would provide Ukraine with 18 aircraft. At thesame time, the first six Ukrainian pilots completedbasic training on the F-16 and moved to Denmark,where they continue their combat training. Therewere also reports that donor states are activelyworking to enhance the F-16 aircraft within theircapabilities during the training of Ukrainian pilots.This includes the installation of more modernradars, and the integration of advanced weaponsis not ruled out. Incidentally, Russia reacted inits typical manner. Even before the arrival of theF-16s in Ukraine, it claimed to have destroyedsix of them in an attack on the airport in Odessa.They even provided a photo of a burned fighter onthe ground. However, there was one small flaw –the photo is from 2018 and captures the crash ofa Belgian aircraft.The maternity hospital in Dnipro was also destroyed. Mothers were evacuated to sheltersafter the alarm was sounded.Damaged residential building in Odesa.Disposal of a Kinzhal missile warhead that got harmlessly buried in the ground. There is also a video capturingthe fall of another downed Kinzhal into the water.Ukrainian President Volodymyr Zelensky in the cockpit of an F-16. Beside himis the Commander of the Dutch Air Force, Lieutenant General Andre Steur.HISTORYINFO Eduard34February 2024Page 35
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BOXART STORYDecorating military aircraft with symbols ormarkings related to significant anniversariesis quite common in modern times, especially inNATO units. A nice anniversary marking on anaircraft is usually of interest to modellers. In thecase of the L-39 Albatros, we have seen two suchhonours in recent years and both of them haveappeared in Eduard kits for obvious reasons.The first one was L-39ZA, no. 232433 fromNáměšt' nad Oslavou, with the depiction ofthe main designer of this aircraft, Jan Vlček.The second one is L-39CM, No. 915254 of the 2 FighterSquadron, 31 Fighter Wing, of the Slovak Air Forcefrom 2022, commemorating the 100th anniversaryof the birth of the Czechoslovak fighter ace,S/Ldr. Otto Smik (current ProfiPACK No. 7044).Otto Smik was born on 20 January 1922 inBorjomi in the Caucasus. His father, a Slovaksoldier who fell into Russian captivityin thisarea during the First World War, got marriedthere, and although he wanted to return tohis homeland, he couldn't do so before manyyears. He did eventually return in 1934 with hisRussian Wife and their three sons, of whom Ottowas the middle one. After some peripeties, thefamily settled in Bratislava. Otto, who had beeninterested in aviation since he was a child, builtmodels and learned to fly gliders. However,he could not reconcile himself tothe Slovakstate's establishment and its leaning towards naziGermany. At the tender age of 18, in March 1940,he fled Slovakia to join the Czechoslovak foreignresistance. Via Hungary, Yugoslavia, Greece andIran, he reached France, where he joined theCzechoslovak Air Group in the French Air Force inJune 1940. However, France fell before he startedhis training. The direction of further escape was,as for many others, Great Britain.Here he was accepted into the RAF, where heunderwent flight training. After that, the BritishRoyal Air Force promoted him to the rank of PilotOfficer, but in the structures of the CzechoslovakForeign Army he had the rank of Corporal.This discrepancy was not well borne by someCzechoslovak career officers, and Smik was putto considerable hardship during his first tour ofduty with the No. 312 and No. 310 CzechoslovakSquadrons. After only a few days, Smik thereforetransferred to the British 131 Squadron at his ownrequest, and later to the 122 Squadron of the RAF.On 13 March 1943 he achieved his first victory,a probable shoot down of a Bf 109. In May 1943 hetransferred to 222 Squadron, where he increasedhis score to 7 and 1/2 aircraft shot down for sure,2 probably and 3 damaged. With this score, aftertaking a break from operational flying, he startedhis second operational tour as one of the mostsuccessful Czechoslovak fighters. In March 1944he returned to the Czechoslovak unit, this timewith the No. 310, later 312, Squadron.While Flight commander he was shot downover the Netherlands on September 3, 1944. Afteran emergency landing he managed to get behindAllied lines and after less than two monthshe was back in England. On 13 November 1944he took leadership of the No. 127 squadronof the RAF, with which he undertook mainlybomber escorts and attacks on ground targets insupport of the allied invasion troops. After fifteendays, however, Otto Smik was again shot down.This time his attack on the railway station atZwole in the Netherlands was fatal. His Spitfirewas hit several times by flak and the aircraftcrashed at the Blooksteeg farm near Zwole.Otto Smik died in the wreckage. At the same time,one of his wingmen, Belgian Henri L. J. Taymans,was also shot down and his plane crashed intoa muddy ditch by the railway line. A series ofmisidentifications, started by the Germans whenone of the two pilots was buried, and continuedby the Belgian and then the British War GravesCommission, created a mistake and a mysterythat was not unravelled until 1965.Since 1994 the famous pilot has been buried inthe Slavic Valley in Bratislava. Otto Smik receivedmany military decorations for his successfulcombat activities: five Czechoslovak War Crosses1939-45, the Czechoslovak Medal for Valour,the Order of the M.R.S. 3rd Class, the French Croixde Guerre with palms and the British DefenceMedal and Air Crew Europe Star. During the warhe flew 263 operational sorties, 215 of which wereover enemy territory. He certainly shot down11 enemy aircraft, 1 probably and 3 damaged,in addition to these, he destroyed three V-1missiles in flight and a number of ground targets.Smik's commemoration on the tail surfaces ofAlbatross No. 915254 is one of the significanttributes the Slovak Air Force has paid to hislegacy.For more information about Otto Smik and hisaircraft, we recommend the book by Zdenek Hurt"Naší se vraceji“ (Boys are back / Eduard, 2013),and the website of the aviation society ClassicTrainers.Illustration: Antonis KarydysA face on the tailText: Jan Zdiarský#7044INFO Eduard36February 2024The second youngest
A man on one of the many hospital beds is breathing rapidly, a worried nurse regularly wipes the beads of sweat on his forehead. The slender young man with delicate features and premature wrinkles around his eyes suffered a gunshot wound to his thigh in an aerial combat a few days ago and lost a lot of blood because of it. But that doesn’t worry the doctors nearly as much as the inflammation that is slowly but surely poisoning his entire body. Just twenty years old, Olivier Freiherr von Beaulieu-Marconnay is losing his fight for life, meanwhile far away in Germany a paper-pusher is now rushing to bestow the highest honour, the Pour le Mérite, on the exceptional young man before his death...
#8483BOXART STORYA man on one of the many hospital beds isbreathing rapidly, a worried nurse regularlywipes the beads of sweat on his forehead.The slender young man with delicate featuresand premature wrinkles around his eyessuffered a gunshot wound to his thigh in anaerial combat a few days ago and lost a lot ofblood because of it. But that doesn’t worry thedoctors nearly as much as the inflammationthat is slowly but surely poisoning his entirebody. Just twenty years old, Olivier Freiherrvon Beaulieu-Marconnay is losing his fight forlife, meanwhile far away in Germany a paper-pusher is now rushing to bestow the highesthonour, the Pour le Mérite, on the exceptionalyoung man before his death...Two months shy of his eighteenth birthday,Olivier was already promoted from cadet to therank of lieutenant as a member of the FourthCavalry Regiment (Dragoner Regiment vonBredow Nr. 4). When he switched from horsesto planes, he took the stylized 4D badge ashis personal symbol to adorn his planes. TheJasta 18, led by the vigorous Rudolf Berthold,was Olivier’s first air unit from December 1,1917, and subsequently, after a major reshuffleorchestrated by Berthold as the newlyappointed commander of JG II, he and all hiscomrades became part of Jasta 15.The young fighter, whom his colleaguescalled “Bauli”, waited nearly half a year forhis first kill. Why? In the spring of 1918, Jasta15 was flying new Siemens-Schuckert D.IIIfighters, which were forbidden to fly over thefront line into enemy territory, lest the newaircraft fall into enemy hands. This noticeablylimited the opportunities for combat, whichwas reflected in the persistent zero on Olivier'sfighter account. But on May 28 a formation ofAR.2 reconnaissance Dorands flew over thefront line and one of them became Olivier’sprey. His account began to grow rapidly withthe arrival of new Fokkers D.VII. During June headded seven victories, with six more in August.With a tally of thirteen victories, he then left hisunit to take command of Jasta 19 on September2, just two weeks before his twentieth birthday.Olivier Freiherr von Beaulieu-Marconnaywas the representative of fighter pilots whono longer knew the “gentlemanly” duels foughtby the pre-war aviation pioneers, who in manycases were friends until the outbreak of thewar. The air battles of 1918 were fierce, andthe fallen old knights were replaced by newenergetic men whose zeal and aggressivenesswere just what the new D.VII Fokkers needed.Olivier took one of these great aircraft withhim when he left Jasta 15. It was a machinepowered by a BMW IIIa engine, which madethese planes better climbers and also capableof higher speed. No wonder pilots loved them.Beaulieu-Marconnay was given an aircraft thatwas originally intended for Rudolf Berthold,commander of the entire JG II. Olivier had itrepainted to match the color scheme of hisnew unit, notably a yellow nose instead of red.For more information on this subject, the readeris referred to the kit Cat. No. 8483, the boxartof which is the work of our Greek collaboratorAntonis Karydys. It depicts Olivier's D.VII in oneof the many battles with American pilots onFrench Spads XIII. This time the painting is notreflecting any specific action. It is just a scenethat represents the character and participantsof those battles.The young commander of Jasta 19 met hisdestiny on October 18, 1918. On that day, Jasta19 pilots engaged British fighters in a crossfireand one bullet hit Olivier's thigh. Some sourcesstate that it was a bullet fired by a fellowGerman fighter, but evidence for this claim islacking. The heavily bleeding pilot was stillable to get his plane to the airfield and land.He lost consciousness shortly afterwardsand was taken to hospital in Arlon, Belgium.The wound became inflamed, and his conditioncontinued to deteriorate. The Luftstreitkräftecommand was already in process of awardinghim the Pour le Mérite after his twentiethvictory, but official procedures usually tookfour to five weeks. Now, three weeks afterreaching the threshold required for the awardof the highly valued decoration, its prospectiverecipient was lying in critical condition inhospital. Sources differ as to the events at theend of Olivier’s life. Some state that he learnedof the award six hours before his death, othersthat the information had not reached him alive.However, the “Blue Max” could not have beenawarded posthumously, so the official reportmust have stated the first option ... In any case,Olivier became the second youngest pilot to beawarded this high decoration.Text: Richard PlosIllustration: Antonis KarydysThe second youngestINFO Eduard37February 2024Page 38
BOXART STORY #84198On the boxart of this Spitfire edition, PiotrForkasiewicz captured S/Ldr James Rankin ofthe No. 92 Squadron RAF in battle with Germanopponents somewhere over France in thesummer of 1941. This period of large numbersof RAF raids over occupied territory on the westcoast of Europe was given the name Non-StopOffensive.In the winter of 1940, after the Battle ofBritain, most Luftwaffe fighter units movedto Germany to rest, replenish pilots andtake delivery of new machines. Many airmenanticipated that the battle would continue inthe spring and eventually lead to an invasionof southern England. But Adolf Hitler's plans,as we know, headed elsewhere.Meanwhile the RAF command decided to shiftits operations over French territory during 1941.It proposed several methods of deployment.These were not just raids on naval targets(Roadstead), daily bombing missions againstspecific ground targets (Ramrod) or riskyattacks by pairs of fighter aircraft on more orless random targets on the continent (Rhubarb).German air raids during the Battle of Britain,designed to lure into combat and destroy fighterunits of Hurricanes and Spitfires, impressedthe RAF command to such an extent that itdecided to adopt and modify this tactic. Insteadof the tens to hundreds of bombers used bythe Germans, however, the British decided todeploy only small numbers of bombers, usuallysix to twelve. These were mostly Blenheims,although Stirlings, for example, were alsodeployed into combat. Gradually the number ofbombers increased to 24 in exceptional cases,and the very complicated fighter escort systemhad as many as 350 Spitfires and Hurricanesin several flight levels. However, these actions,called Circus, posed no real threat because ofthe small number of bombers and the shortrange of the British planes, which did not havemany strategic military or industrial targetswithin their radius of action. Germans wereoften unable to distinguish them from Sweepor Rodeo actions, which were purely fighteroperations over enemy territory.By the end of June 1941, the RAF had carriedout about 20 Circus missions. Thanks to theirnew radar stations, the Germans quickly learnedto recognize the types of enemy operations andto react accordingly with their own fighter units(or even ignore them). Their new Bf 109 F-1 andF-2s represented a considerable advantageover the Hurricanes and Spitfires Mk.II. Soon thetechnical superiority was offset by the arrivalof the Spitfire Mk.V. In the autumn, however, thefirst Fw 190 As appeared over the battlefield,which shifted the scales again slightly in favourof the German pilots. They were usually abovetheir RAF opponents in time to be ready withthe sun at their backs or behind the clouds.They chose their targets carefully and followeda disciplined hit-and-run tactic.After the attack on the Soviet Union, theRAF greatly increased the number of Circusoperations, hoping to tying up more Germanfighter units at the Channel and make thesituation easier for the Soviets. However,this did not happen and the German fighterunits, although numerically weaker, retainedthe tactical initiative. German propagandaderisively referred to the British plan as the“Nonsense Offensive”.From the end of June 1941 to the end of theyear, JG 2, JG 26 and one operational trainingunit lost 101 pilots and 110 aircraft in combat,with another 58 destroyed or seriously damagedin other circumstances. German fighter pilotsclaimed 838 RAF aircraft, with a number ofother downed planes claimed by flak units.Their British opponents claimed 731 certainvictories but lost 1,036 fighter aircraft and 585were severely damaged. The RAF command,thanks to the ULTRA service, had an accuratepicture of the situation, from decoded Germanradio dispatches describing replenishment ofLuftwaffe losses.The last mission of this type in 1941 was CircusNo. 110, which on November 8, 1941, headed forthe Lille area. Due to German readiness anda combination of poor weather conditions andbad decisions on the side of the RAF, elevenSpitfires and nine pilots were lost, includingone Wing Commander and three SquadronLeaders. A further six Spitfires were shot downwhile escorting Hurricanes during a Ramrodmission to the St. Pol area. The outcome of thisoperation was so bad for the RAF, that thesemissions were cancelled, except to focus onsignificant ground targets.For a more detailed study of this subjectI recommend John Foreman's publications andbooks focusing on the history of JG 2 and JG 26.Illustration: Piotr ForkasiewiczThe Non-Stop OffensiveText: Jan BobekINFO Eduard38February 2024Page 39
#82161BOXART STORYThis dramatic boxart by Piotr Forkasiewiczdepicts one aircraft of II./JG 52 in the lastweeks of the war. This unit was commandedby Hptm. Wilhelm Batz (237 v.) from February1945. Apart from a few Bf 109s of the G-6 andG-14 versions, the core of its armament wereBf 109 G-10/U4s from the nearby WNF plant.The unit also received several Bf 109 K-4s.From the autumn of 1944, II./JG 52 fought inthe defence of Hungarian territory, togetherwith the Bf 109s from units 101. Vadászezred,II./JG 51 and I./JG 53, which fought near Viennaand over southern Moravia in April 1945.Most airmen understood that the end ofthe war was inevitably approaching and thatdefeat would probably be terrible. They facedoverwhelming odds against Soviet ground andair forces. At this time, over Hungarian andAustrian territory there were also sporadicengagements with American fighters. Yet thepilots of II./JG 52 in the final months of thewar managed to find a way to make their livesa little more pleasant in the microworld oftheir unit. For example, announcing just aftermidnight a wake-up call pretending to slightlydrunk colleagues that it was seven in themorning.In his memoirs Heinz Ewald, then a memberof II./JG 52 and CO of the 7th Staffel (former6th Staffel), recalled such funny moments.He was lucky many times during the war(that's why he got the nickname E-Sau). Luckwas on his side on March 1, 1945, when he wasaccidentally shot down by an SS anti-aircraftunit near his own airfield. His friend, laterCO of JV 44´s Fw 190 D-9s, the legendary “Heino”Sachsenberg, dealt the flak unit his own crazyway. For more details on this incident, see theINFO Eduard 11/2010.A month later II./JG 52 was briefly stationedin Wien-Aspern. Landing on a concretesurface was not something Wilhelm Batzand his subordinates were used to. Not onlyBatz's K-4 but also twelve other Bf 109s weredamaged. On a mission from this base, Ewaldwas again shot down. This occurred on April 3,1945, during a strafing attack south of Vienna.Bernd Barbas, in his chronicle of II./JG 52,states that this occurred after a dogfight withAmerican fighters, but Ewald does not mentionany enemy aircraft. Moreover, the Americansdid not claim any victories in this area. Ewaldpoints out in his memoirs that in addition toa 30mm cannon in the engine and two 13mmmachine guns, his machine was also equippedwith two 20mm cannons under the wing. Afterthe end of the war, very few G-14 and G-10swere documented as being so armed, but threeG-10s with underwing gondolas are knownfrom Austria, for example.The target of Ewald's Schwarm was in thearea Waltersdorf-Moosbrunn. After attackingseveral columns and equipment assemblyareas, one of the wingmen reported thata white “stream” was leaking from Ewald'smachine, probably the radiator in the winghad been hit. Then there was an engine failureand Ewald had to put his machine on its bellyamong the vineyard hills. The left gondolaunder the wing carved a furrow in the groundlike a plough. Ewald pulled the parachute outof the machine and walked west. He sooncame under enemy fire and ran away fromthe machine. Soon dusk fell and he cameupon two Sturmgeschütz riding towards hisplane. Together with them he returned to theMesserschmitt and the tankers helped himdismantle and salvage the radio station. It wasonly during the drive back that Ewald noticedthat the tankers were from an SS unit. He wastaken by another vehicle to his airbase wherehe was already presumed lost. The gratefulairmen rewarded the tankers with a supplyof aviation gasoline. During the following day,mechanics, accompanied by tankers, tookthe aircraft to the base and counted 18 hits.The very next day, 5 April, Ewald managed toshoot down an Il-2 Shturmovik over Vienna.It was his 79th victory. By the end of the war,he scored five more victories and received theKnight's Cross.In the final weeks of the fighting, Luftwaffefighter units were being disbanded also inthis part of the European battlefield. FirstII./JG 51 on 12 April, five days later the samefate awaited I./JG 53. Somehow this is howthe “white 11” (with the inscription Rosemarieunder the cockpit), which bore the overpaintedinsignia of JG 53 and II./JG 51, got to Ewald's7th Staffel. It wasthen flown by Ofw. Richter,who didn't belong to II./JG 52, to Americancaptivity at Neubiberg on May 8, 1945. HeinzEwald was released from American captivityin Fürstenfeldbruck on June 22, 1945.Text: Jan BobekIllustration: Piotr ForkasiewiczThe end of the war at the DanubeINFO Eduard39February 2024Page 40
#11179SPARVIERO1/48The Heavy Retro Limited edition of the kit of the famous Italian WWII three-engined mediumbomber aircraft SM.79 Sparviero in 1/48 scale.The first edition of this kit was released in 2001.Sparviero (Sparrowhawk) served as a classic bomber or as a torpedo bomber. First foughtin the Spanish Civil War, followed by service in World War II.plastic parts: Special Hobbymarking options: 6decals: EduardPE parts: yes, pre-paintedpainting mask: yesresin parts: yes, cockpit, wheels, spinner,propeller, engines, exhausts etc.Product pageKITS 02/2024INFO Eduard40February 2024Page 41
MM23838, Capt. Carlo E. Buscaglia, 281aSquadriglia, 132oGruppo AS, Gadurra, Rhodes, summer 194152aSquadriglia, 27oGruppo BT, 8oStormo BV, Son San Juan,Baleares, March 1938Carlo Emanuele Buscaglia started his militarycareer with the 50aBomber Squadriglia and inthe ranks of 252aSq., he took part in a combatbaptism, a raid on the port of Marseille, on June21, 1940. His fame began to rise after training fortorpedo attacks and his subsequent assignment to278aSq. operating from El Adem. TenenteBuscaglia hit the heavy cruiser Kent, thelight cruiser Glasgow and several transportships during his stay with the unit. OnMarch 5, 1941, 281aSquadriglia was formed,and Capitano Buscaglia was appointed ascommanding officer, subsequently becomingCO of the 132oGruppo in early April 1942.On November 12, 1942, a Sparviero flownby Buscaglia was shot down by a Spitfireand Buscaglia was declared dead. However,he survived with severe injuries and burns andwas transferred to a POW camp at Fort Meade, MD.After the surrender of Italy, Allies offered himcommand of the 28oGruppo Bombardemento.Ironically, his former 132oGruppo, now operatingon the ANR side, was renamed 1oGruppoAerosiluranti Buscaglia. On August 23, 1944,Buscaglia crashed while taking off. His Baltimoreexploded and Buscaglia succumbed to his injuriesand burns the following day.The first Sparvieros destined to support theNationalists during the Spanish Civil Warlanded at Son San Juan airport in February1937 and belonged to 12oStormo BV. The crewsof this unit participated in actions against theRepublicans until November 1937, when the12oStormo pilots were replaced by colleaguesfrom the 27oGruppo of the 8oStormo BV, knownas the Falchi delle Baleari (Balearic Falcons).The Sparvieros, supplied from Italy, were paintedin pre-war camouflage scheme, consisting oflarge color fields using the Marrone Mimetico 2,Verde Mimetico 1 and Giallo Mimetico 3 shadeson the upper and side surfaces, while the lowersurfaces were covered by Grigio Mimetico.KITS 02/2024INFO Eduard41February 2024Page 42
MM 22278 or 22279, Ten. Col. Mario Giuliano, 193aSquadriglia,87oGruppo BT, 30oStormo, Sciacca, Sicily, December 1940MM 22593, 252aSquadriglia, 104oGruppo BT, 46oStormo,Skadar, Albania, end of 1940The 192aand 193aSquadriglia, forming the87oGruppo, received their first Sparvieros in1938 and used them in Albania the following year.In early June, 193amoved to Sciacca airfieldin Sicily, from where its crews flew their firstwartime missions against airfields in Tunisia.From June 6, Sparvieros of 193aSquadrigliastarted raids on the island of Malta and onsupplying convoys. The unit participated in thefighting against Malta until August 1941, whenthe rearmament of the unit to CANT Z.1007bisbombers began. The Sparviero, designated bythe code 193-6, was camouflaged with VerdeMimetico 2, Marrone Mimetico 1 and GialloMimetico 2 on the upper and side surfaces, whilethe lower surfaces were sprayed with aluminumpaint. The unit's emblem – Omino Elettrico – waspainted on the fuselage sides, and the canvaspunctures sustained during the Malta raids werecovered with patches. It is not entirely clearwhether these took the form of British or Italiancockades. The larger punctures were re-tapedwith pieces of canvas with the Italian tricolorand a label indicating when the damage occurred.Under the fuselage codes was the inscriptionCHI-MI-TOCCO'-CI-LASCIO'-LE-PENNE.The 252aSquadriglia, which formed, together with253aSquadriglia, 104oGruppo BT, received the firstSparvieros on February 15, 1940. In June of thesame year the crews took part in the first raidson targets in Corsica and Marseilles, followedby a move to an airfield in occupied Albania inNovember, from where the Sparvieros took offfor bombing raids over Greece. The Sparvierosused by 252aSquadriglia were camouflaged inseveral camouflage schemes, consisting of bothspots and irregular patches. The Sparviero withnumber 252-3 had the camouflage of irregularpatches sprayed with Marrone Mimetico 53193,Verde Mimetico 53192 and Giallo Mimetico3 shades on the upper and side surfaces, thelower surfaces were sprayed with aluminumpaint.KITS 02/2024INFO Eduard42February 2024Page 43
253aSquadriglia, 104oGruppo BT, 46oStormo, Gadurra,Rhodes, August 1942256aSquadriglia, 109oGruppo BT, 36oStormo, Castelvetrano,Sicily, June 1940The crews of 104oGruppo Sparvieros wereretrained for anti-ship torpedo attacks in thespring of 1942, and the unit first moved toDecimomanu airfield on the island of Sardiniain May 1942 to conduct raids on ships of theHarpoon convoy. Later they moved to Rhodes inJuly, from where they undertook reconnaissanceflights over the eastern Mediterranean andattacks against Allied shipping in the samearea. The Sparvieros used by 252aSq. and253a Sq. against ships in the summer of 1942were camouflaged with Verde Oliva Scuro2 shade on the upper and side surfaces, the lowersurfaces were painted in Grigio Azzuro Chiaro1 shade. The olive color on upper surfaces wassupplemented with irregular patches of GAC 1paint before Rhodes deployment. The vertical finof the aircraft number 253-8 was like the otheraircraft of the unit adorned by silhouettes of theships, which were hit during the operation againstthe Harpoon convoy by the entire 104oGruppo BT.The entire 109oGruppo, consisting of 256aSquadriglia and 257aSquadriglia, was formedalong with its sister 108oGruppo in the spring of1938 at Bologna Borgo Panigale airfield. Theseunits were equipped with Savoias SM.79 andSM.81 and took part in the occupation of Albaniawith them. Subsequently, they were moved backto Sicily, from where they undertook raids onMalta and on convoys transporting much neededmaterial destined for the struggling island andits inhabitants. The camouflage of this Sparvieroconsisted of a base color of Giallo Mimetico3 on the upper and side surfaces, with irregularpatches of Marrone Mimetico 53193 and VerdeMimetico 53192 shades. The lower surfaceswere camouflaged with Grigio Mimetico. On bothsides of the vertical fin, there was painted theemblem of 36oStormo, the towers of Asinelli andGarisenda, monuments and landmarks of thecity of Bologna, meant as a honor of the placeof origin of this unit.KITS 02/2024INFO Eduard43February 2024Page 44
Recommended:for SPARVIERO 1/48481129 SM.79 bomb bay (PE-Set)481130 SM.79 undercarriage (PE-Set)481131 SM.79 rear fuselage interior (PE-Set)644252 SM.79 LööK (Brassin)648963 Italian WWII torpedo A.130 (Brassin)3DL48158 SM.79 SPACE (3D Decal Set)OVERLEPT#11179-LEPT1SM.79 PE-Set1/48Product page#644252#648463#481130#481131KITS 02/2024INFO Eduard44February 2024Page 45
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L-39CM, s/n 915254, 2 Fighter Squadron, 81 Wing, Slovak Air Force,Sliač AFB, Slovakia, 2022L-39C, No. 0445, Pardubice, Czech Republic, 2023Albatros with fuselage number 5254 isa modernized CM variant operated by the 2 TacticalSquadron of the 81 Wing based at Sliač airbase.In 2011, the aircraft underwent an overhaul,during which it received a new grey camouflage,which includes cabin silhouette of a darkershade grey on the underside of the fuselage. Thelast overhaul of the aircraft took place in earlyJune 2020 and the L-39CM No. 5254 became thelast Albatros in Slovakia, overhauled jointly byLetecké opravovne Trenčín (Aviation Repair ShopTrencin) and Aero Vodochody. On May 4, 2022,a motif commemorating the 100th anniversary ofthe birth of the famous Czechoslovak pilot S/LdrOtto Smik was applied to the vertical tail surfaces.On April 1, 2004, a new organizational unit ofLOM PRAHA, Centrum leteckého výcviku (FlightTraining Centre), was established. The state-owned company leased eight L-39C aircraft(Nos. 0103, 0113, 0115, 0440, 0441, 0444, 0445and 0448) from the Czech Armed Forces forthe advanced training of military pilots. At theturn of 1999 and 2000, all eight of these aircraftunderwent overhaul and modernization, as theyreceived a completely new forward fuselagesection into which the original equipment wasinstalled. This provided the Army with aircrafttechnically equivalent to the 53rd series and witha full service life. A new camouflage consisting ofthree shades of grey was also applied as part ofthe overhaul. During the R3 revision, which tookplace between 2016 and 2019, the aircraft thenreceived new insignia in “flag” form.KITS 02/2024INFO Eduard46February 2024Page 47
L-39C, No.16, Russian Navy Air Force, 859 TsBP, Yeysk AB, Russia, 2018L-39C, s/n 533229, No. 77, Ukrainian Air Force, 299 brTA,Kulbakino AB, Nikolaev, Ukraine, 2015The L-39C remains the backbone of the RussianAir Force’s jet trainer fleet. After graduatingfrom one of the three aviation academies, flighttraining during the third year of studies begins onthese aircraft, and by the fourth year, trainees aredivided into fighter, attack and tactical bomberor transport/long-range aviation, with trainingcontinuing on the L-39. This L-39C served in theranks of the Russian Naval Air Force (AVMF-RF) at the Yeysk base. Albatros RF-34122 withblue fuselage number 16 was assigned to the859 Naval Aviation Combat Use and Crew TrainingCenter (859 TsBP i PLS MA VMF). On October 19,2018, it crashed during a low-level training flightover the Sea of Azov, killing both crew members.Unconfirmed sources state that one of the pilotsdied after ejection, while the other did not ejectfrom the aircraft.After the collapse of the USSR in 1991, 1,202 L-39swere to remain in Russia and the rest weredivided among the new independent states. Whenthe Ukrainian Air Force was established in 1992,it operated 708 L-39s, making the country thesecond largest operator in the world. The poorfinancial situation of the entire army has reducedtheir number considerably and in 2005 less than200 were in service. The remaining Albatroseswere stored and offered for sale. The Ministryof Defense decided to modernize the L-39Cwith indigenous systems and assets. There arethree versions of the upgrade (M1, M2 and M3),which denote different levels of modernization.Eight upgraded aircraft were delivered by 2014,but half of them were captured by Russia after itoccupied Crimea in March 2014. With two majoroverhauls of the aircraft in Odessa and Chuhuiv,Ukraine became a master of L-39 overhauls,leading to many Ukrainian Albatroses beingexported.KITS 02/2024INFO Eduard47February 2024Page 48
L-39C, No. 20, Kazakhstan Air Force,Taldykorgan AB, Kazakhstan, 2012L-39C, s/n 131904, OK-JET, Czech Jet Team, airport Plzeň-Líně,Czech Republic, 2004–2014The Sunkar is one of the two aerobatic groups ofthe Kazakh Air Force. The Kazakh term Sunkarmeans “Falcon” and the group uses L-39 Albatrosaircraft. It was formed in the fall of 2010 andhas been given six L-39s. In March 2011, it madea name for itself at the International Exhibitionof Arms and Military Technical Equipment(KADEX) in Astana and demonstrates its skillsevery year during the celebration of Air ForceDay. The Kazakhstan Air Force operates a total of18 L-39 aircraft. In 2020/2021, six of these L-39sunderwent upgrades at Aero Vodochody, duringwhich the aircraft received modern avionicsequipment, including a pair of MFDs. The aircraftare in service at the Kazakh Air Force trainingcenter in Balkhash.This aircraft was produced by Aero Vodochody in1981 as part of the 19th production series as theC1 version. It was delivered to the Soviet Uniontogether with 35 other aircraft of this series.It served at the Ukrainian Chernigov Air Baseas “Yellow 53” and was flown by members of theSoviet space program group in addition to militarypilots. After the collapse of the USSR in 1991, theaircraft remained with several hundred otherAlbatroses in Ukraine but was only stored andready for sale. In September 2002, it was boughtby a Pilsen aviation enthusiast and in February2003 the dismantled aircraft was transported bytruck to the Plzeň-Líně airport. In cooperationwith Aero Vodochody, work was carried out ondemilitarization of the aircraft, necessary repairsand modifications of systems and avionics.Instead of the original 100 litre wingtip tanks,230 litre ones of the same type as used on theL-59/L-159 were installed. On July 12, 2003, theaircraft passed its first engine test and on July 7,2004, it took to the air for test flight. On the sameday, the aircraft was registered by the CivilianAviation Bureau in the register of aircraft in theExperimental category under the matriculationOK-JET. The official entry into service of the firstprivate-owned Czech Albatros took place on July13, 2004. The L-39 Albatros OK-JET aircraft inits unmistakable glossy black paint with yellowaccessory has been a welcome visitor of theairshows since then and has performed manyadventurous flights.KITS 02/2024INFO Eduard48February 2024Page 49
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#8483Fokker D.VIIF1/48The Weekend edition kit of German WWI fighter aircraftFokker D.VIIF in 1/48 scale. These Fokker D.VIIs aremanufactured at the Fokker factory in Schwerinand were powered by BMW IIIa engines.plastic parts: Eduardmarking options: 4decals: EduardPE parts: nopainting mask: noresin parts: noProduct pageKITS 02/2024INFO Eduard50February 2024Page 51
Lt. Olivier freiherr von Beaulieu-Marconnay, Jasta 19, Stenay, France, September 1918378/18, Lt. Ernst Udet, Jasta 4, Monthussart Ferme aerodrome, France, June 1918The younger of the von Beaulieu-Marconnaybrothers (the elder Heinz was also a fighterpilot) was born in Berlin on September 14, 1898,and joined the 4th Cavalry Regiment (DragonerRegiment von Bredow Nr. 4) as a cadet in June1915. He transferred to Luftstreitkräfte and aftercompleting pilot training he became a member ofJasta 18 on December 1, 1917, subsequently Jasta15 on March 20, 1918. After five months of combatand 12 victories was “Bauli” appointed commanderof Jasta 19 on September 2. He took with him theD.VIIF he had inherited from Rudolf Berthold.The white stylized 4D. was Olivier’s personalsymbol. It was a branding mark of the horses of hisformer cavalry regiment. The aircraft originallyhad a red nose, like the other Jasta 15 aircraft,and while the red usually ended at the level of themachine gun breech, Berthold had it extended tothe middle of the cockpit. After transferring tothe Jasta 19 as its CO, Olivier instructed his mento paint the nose yellow to the usual line and therest of the red overpaint in blue. This was eithera darker shade or darkened by the underlying red,either way this part of the fuselage looks darker.The upper wing shows extensive repair, probablyin lighter blue. On September 23, Olivier scoredhis 20th kill and was nominated for the Pour leMérite but was wounded in aerial combat onOctober 18 and taken to a hospital with severebleeding. He died eight days later. The decisionto award him the Pour le Mérite was made justhours before his death.Ernst Udet is one of the most significantpersonalities of German aviation history.With 62 confirmed kills, he even became themost successful surviving fighter of the FirstWorld War. After his service with Jasta 37,Manfred von Richthofen, as commander of theentire JG I, put him in command of Jasta 11 inMarch 1918. When the Red Baron subsequentlydied in April, Udet took over command of Jasta4. This aircraft probably bore registration number378/18 (factory number 2465) and was poweredby BMW IIIa engine number 1243. It was acceptedat Schwerin on May 15, 1918 and was one of22 Fokker D.VIIFs delivered to JG I on June 22.Udet test-flown this aircraft shortly before hewas shot down with his famous O.A.W. producedD.VII, bearing the inscription “Du doch nicht!!”.It is very likely that this aircraft was subsequentlypainted very similarly, so at some point it probablyreceived red and white stripes on the upper wing.The design shown here therefore illustrates thelikely appearance of the aircraft at a certaintime period. The white chevron on the top ofthe horizontal tail surfaces is also uncertain.Aircraft of this series were supplied with printedaircraft fabric (Flugzeugstoff), familiarly knownas Lozenge, in four-color version. The fuselage,on the other hand, was originally painted withthe typical green streaked paint. Aircraft 378/18was the last D.VII to receive this finish at Fokker,all next aircraft had the fuselage covered witha fabric printed with colored irregular hexagons.KITS 02/2024INFO Eduard51February 2024Page 52
Rittm. Karl Bolle, Jasta 2, Lens Mons, France, October 1918465/18, Lt. Georg von Hantelmann, Jasta 15, Chéry-les-Pouilly, France, August 1918Karl Bolle began his flying career as a KG4pilot, then served with Kampstaffel 23, wherehis observer was Lothar von Richthofen, whobecame successful fighter pilot later. In theautumn of 1917, Bolle was transferred to Jasta 28and, after becoming ace with five kills, he wasappointed commander of Jasta 2 on February 20,1918. Bolle led this famous unit until the end ofthe war, and his score stood at 36 kills. On August28, 1918, he was awarded the highly recognizedPour le Mérite. He remained an active pilot afterthe war and in 1920 was appointed director ofthe Transport Pilots’ Flying School. This Bolle’sFokker D.VII bore a broad yellow stripe on thefuselage with white and black lines and wasa D.VIIF version with a BMW IIIa engine fromthe Schwerin factory’s medium productionseries (series 4250/18-4449/18). The productionor military number of this aircraft is not known.Georg von Hantelmann was born on October9, 1898, in Rokietnica (today in Poland) andjoined the army in 1916. He joined the 17thHussar Cavalry Regiment (BraunschweigischesHusaren-Regiment Nr. 17), which had a skull andcrossbones in its coat of arms. This motif laterbecame von Hantelmann’s personal symbol. Afterbeing appointed to the rank of Lieutenant on June15, 1917, he was transferred to the Luftstreitkräfteand began pilot training on September 20 thatyear. After that, he reported on February 6, 1918,to Jasta 18, which became Jasta 15 in March.He achieved his first confirmed victory on June6. Within couple of weeks, he became an ace.His eighth victim was one of America’s leadingfighter aces of that time, David Putnam (13 kills).Another notable pilot who perished under vonHantelmann’s gunfire was Maurice Boyau, whohad 21 balloons and 14 aircraft on his account.Having achieved 22 victories, von Hantelmannwas decorated with the Knight’s Cross FirstClass and also the Royal Hohenzollern DomesticOrder, however he expected to be awarded thehighest decoration, the Pour le Mérite (awardedfor 20 victories). He was nominated for it,but before it was awarded the war was over.Von Hantelmann’s score counted 25 kills.He achieved all of them with Fokker D.VII,making him one of the most successful pilotsof that type. This example had the upper wingchanged for O.A.W. one in September. After thewar von Hantelmann worked on his farm and onSeptember 7, 1924, was killed by Polish poachershe caught on his property.KITS 02/2024INFO Eduard52February 2024Page 53
1/48Spitfire Mk.Vb earlyThe Weekend edition kit of British WWII fighter plane Spitfire Mk.Vbin 1/48 scale. All Spitfires are early version with armor glass beforethe windshield and have under the wings symetrical bulges.plastic parts: Eduardmarking options: 5decals: EduardPE parts: nopainting mask: noresin parts: no#84198Product pageKITS 02/2024INFO Eduard53February 2024Page 54
W3312, S/Ldr James Rankin, No. 92 Squadron, RAF Biggin Hill,Great Britain, June–August 1941W3312, W/Cdr James Rankin, Biggin Hill Wing, RAF Biggin Hill,Great Britain, August-December 1941James Rankin joined the RAF in 1935 and aftertraining he joined No. 25 Squadron, then wastransferred to the Fleet Air Arm where heflew with No. 825 Naval Air Squadron on HMSGlorious. After serving with the FAA he becamean instructor with No. 5 OTU. In early 1941 he waspromoted to Squadron Leader and transferred toNo. 64 Squadron to gain operational experience.During his short time with this unit, he is creditedwith shooting down one-third of a Ju 88 andtwo damaged enemies. In February 1941 he tookcommand of No. 92 East India Squadron, whichwas in the process of being rearmed with thenew Mk.Vb Spitfires. During the summer fightinghis score increased rapidly. In June 1941 he wasawarded the Distinguished Flying Cross for ninekills and on June 14 he shot down Galland’swingman, Obfw. Robert Menge of III./JG 26(18 victories). Spitfire W3312, which was JamieRankin’s personal aircraft, was one of the mostsuccessful and brightly colored Spitfires in theRAF. It was decorated with the inscription EASTINDIA SQUADRON on the left side of the tankcover and the pilot’s personal emblem, whichwas a red lion in the crest. Under the cockpit,Rankin had symbols of the kills he had achieved.On the right side, the donation inscription“The Wiltshire Moonraker I” was displayed underthe cockpit. Rankin’s Spitfire was camouflagedwith a standard scheme consisting of shades ofDark Green / Dark Earth / Sky.In September 1941 Rankin became WingCommander at Biggin Hill and in October receivedthe Distinguished Service Order. In December1941 Rankin completed his tour of operationsand was sent to Fighter Command. He returnedto operational flying in April 1942 and led theBiggin Hill Wing again until December 1942.He then served at Central Gunnery School andin August 1943 took command of No. 15 FighterWing. During the Normandy landings in June 1944,he was commanding officer of No. 125 Wing.Rankin scored a total of 22 kills against enemyaircraft, including five shared ones (13+1 onSpitfire W3312), three probable and two sharedprobable kills, 16 damaged and three shareddamaged. Almost all of the kills were achievedon Spitfires Mk.Vb. The Spitfire that Rankin flewin the autumn of 1941 as Wing Commander ofBiggin Hill already carried the new camouflagescheme effective from August 16. Photographsshow the use of a very dark shade of Mixed Grey(probably Extra Dark Sea Grey) in place of theoriginal Dark Earth, the lower surfaces were inthe new Medium Sea Grey. Although Rankin, asWing Commander, could have chosen his initialsin place of the squadron code letters, he did notuse this option and retained the original codeletters QJ-J, newly repainted in the Sky shade.KITS 02/2024INFO Eduard54February 2024Page 55
W3257, F/Lt Eric S. Lock, No. 611 Squadron, RAF Hornchurch,Great Britain, July-August 1941W3774, P/O William V. Crawford-Compton, No. 485 Squadron, RAF Kenley,Great Britain, November 1941 – March 1942The most successful pilot of the Battle of Britain,Eric Stanley Lock, sortied for the first time withhis Spitfire W3257 on July 14, 1941. He baptizedhis new aircraft by fire by shooting downa Bf-109F, which was also his very last kill. Barelythree weeks later, on August 3, returning froma Rhubarb mission, he attacked a Germancolumn near Pas de Calais and has been missingever since. It’s supposed he was shot down byAA fire and crashed into the sea. Neither hisSpitfire Mk.V W3257 nor Lock himself have everbeen found. At the time of his disappearance hisscore stood at 26 kills achieved during 25 weeksof the operational deployment in course of oneyear out of which he spent six months in thehospitals. Spitfire Mk.Vb W3257 was camouflagedin the standard Dark Green/Dark Earth/Sky.Code letters E-FY were painted in Sky which wasa standard code letters color of the HornchurchWing Spitfires. A serial was overpainted in thecamouflage color.One of the RAF’s most successful pilots was NewZealander William Vernon Crawford-Compton.He joined the RAF in 1939 as a mechanic, andwas subsequently accepted for flight training,which he completed in 1940. In March 1941 hewas assigned to the newly formed No. 485 Sqn.and from August 1942 served successfully ascommander of B Flight in No. 611 Sqn. In late1942 he took command of No. 64 Sqn. and led ituntil the end of March the following year. Aftera period of staff duties, he became Commanderof Hornchurch Fighter Wing in mid-1943 andled it until the end of the year. After his tour ofoperations, he lectured for three months in theUnited States on RAF operations. He returnedto active service as commander of No. 145Wing, which he led in offensive operations priorto and after Operation Overlord. After the warhe held senior posts in the RAF, retiring as AirVice-Marshal at the end of 1968. He died inJanuary 1988 at the age of 72. During his wartimecareer he achieved 22 kills, four probable and healso damaged a further 13 aircraft. The SpitfireW3774 was his first personal aircraft and heachieved four kills flying it. It had a drawing ofa burning swastika on the left side under thecockpit and a pan with Hitler’s head above it.The left side of the tank cover was decorated withthe inscription Auckland 1 “Waiuku”. On the rightside under the cab was a Samson donation sign.W3774 was given a new livery effective August16, 1941. Photographs show the use of a very darkshade of Mixed Grey (probably Extra Dark SeaGrey) in place of the original Dark Earth, the Skyband was repainted with a new shade of MediumSea Grey on the lower surfaces.KITS 02/2024INFO Eduard55February 2024Page 56
P8537, Sgt J. Hloužek, No. 313 Squadron, RAF Hornchurch,Great Britain, November 1941 – March 1942Spitfire Mk.Vb P8537 served operationally withNo. 313 Squadron from 2 November 1941 to28 March 1942. The most frequent pilots in itscockpit were Sgt. J. Hloužek, F/L K. Vykoukal andF/S K. Foglar. The figure of Horace the Horse, whichwas painted on this Spitfire by Sgt. Karel Pavlík,a Pilsen native, trained letter painter and authorof all drawings on Spitfires of No. 313 Squadron,was for many years a mystery, because only halfof the drawing was known from photographs.It was until two uncut photographs from thearchive of the mechanic F/O Ing. Karl Beinhaueremerged and helped to solve the appearance ofthe other half. Spitfire P8537 had been repaintedin the new camouflage shades in effect fromAugust 16, 1941. Surviving photographs documentthe complete change of the Spitfire’s camouflage.A very light shade of Mixed Grey was used in placeof the original Dark Earth, and a band of Sky Bluewas repainted with a new shade of Medium SeaGrey on the lower surfaces. The code letters RY-Zwere in the Sky Blue shade, as were the propellercone and band in front of the VOP.Recommended:for Spitfire Mk.Vb early 1/48481065 Spitfire Mk.V landing flaps (PE-Set)FE1207 Spitfire Mk.V seatbelts STEEL (PE-Set)644113 Spitfire Mk.V LööK (Brassin)648098 Spitfire wheels - 5 spoke (Brassin)648119 Spitfire wheels - 5 spoke, smooth tire (Brassin)648640 Spitfire Mk.V engine (Brassin)648663 Spitfire Mk.V cockpit (Brassin)648664 Spitfire Mk.V wheels (Brassin)648665 Spitfire Mk. Vb gun bays (Brassin)648667 Spitfire Mk.V three-stacks exhausts rounded (Brassin)648668 Spitfire Mk.V three-stacks exhausts fishtail (Brassin)648669 Spitfire Mk.V six-stacks exhausts fishtail (Brassin)648670 Spitfire Mk. Va/ b undercarriage legs BRONZE (Brassin)648738 Spitfire Mk.V landing flaps PRINT (Brassin)SIN64878 Spitfire Mk. Va/b ESSENTIAL (Brassin)SIN64886 Spitfire Mk. Vb ADVANCED (Brassin)D48088 Spitfire Mk.V stencils (Decal Set)#648670#648738#648667#648640#644113KITS 02/2024INFO Eduard56February 2024Page 57
1/48Bf 109G-10 WNFThe ProfiPACK edition kit of German WWII fighter aircraftBf 109G-10 in 1/48 scale. The kit is focused on 109s producedby Wiener Neustädter Flugzeugwerke/Diana.plastic parts: Eduardmarking options: 4decals: EduardPE parts: yes, pre-paintedpainting mask: yesresin parts: no#82161Product pageRe-releaseKITS 02/2024INFO Eduard57February 2024Page 58
Bf 109G-10/U4, II./JG 52, Brno, Protektorat Böhmen und Mähren, April 1945Bf 109G-10/U4, WNr. 612769, 101. vadászezred, Neubiberg airfield,Germany, May 1945Bf 109G-10/U4, WNr. 611048, II./JG 52, Neubiberg airfield, Germany, May 1945The II./JG 51 was disbanded on April 5, 1945,at Fels am Wagram and part of its pilots and theequipment was transferred to JG 52. One of suchaircraft was the Bf 109G-10/U4 with the nameRosemarie painted on the port side. The originalunit can be determined thanks to the overpaintedmarking which location was exclusively usedby II./JG 51.In the end of March 1945, the remainingHungarian units were concentrated at Tullnairport in Austria from where they flew sortiesto the areas of Vienna and Brno. After the frontapproached Tulln on April 5, 1945, they relocatedto Raffelding airport, from where they continuedin the air support of the land forces in the vicinityof Vienna. At the end of the war, the Hungarianairmen, same as their German comrades-in-arms, better surrendered to the American Armytherefore the 101. vadaszezred pilots flew overto the Bavarian Neubiberg with the remainingaircraft. Airframes manufactured in Diana plantwere camouflaged in the same colors as theairframes from Wiener Neustadt plant. Fromthe photographs of “yellow 12” it is obvious thatthe Hungarian national markings were spray-painted directly on the factory camouflage.The German markings had not been applied at all.Part of the wing undersurfaces remained in thenatural metal color.In the middle of April 1945, II./JG 52 relocatedfrom Fels am Wagram airport to Hoschingairport from where it pilots flew the missionsto support the German units and to counteractthe Soviet offensive during the battle of Brno.Fighter sorties against the American units overAustria and Southern Czechia were also on cards.In the beginning of May, the relocation toZeltweg followed and from there, on May 8, 1945,all airworthy planes took off for BavarianNeubiberg, where the pilots were captured bythe American Army. Camouflage of this aircraftconsisted of spray-painted RLM 75/83 colorson the upper surfaces and RLM 76 on thebottoms and was complimented by the Luftflotte4 recognition marking introduced on March7, 1945, in the form of yellow painted nose andrudder. Before the assignment to II./JG 52 theaircraft had served with another unit, its originalmarking was overpainted in the camouflage color.The rudder features seven kill markings.KITS 02/2024INFO Eduard58February 2024Page 59
Bf 109G-10/U4, Jasta 5 der ROA, Nemecky Brod,Protektorat Böhmen und Mähren, May 1945In the beginning of March 1945, Jasta 5 of theRussian Liberation Army led my Major S. T.Bychkov was located at Deutsch Brod (nowadaysHavlíčkův Brod) airfield. Together with theNachtschlachtstaffel 8 of the ROA, equipped withJu 87D-5 dive bombers, Jasta 5 participated inthe German units’ battles of retreat during thefight for Brno in April 1945. Some of the aircraftused by this unit were found abandoned at theDeutsch Brod airport. The aircraft sporting thecamouflage typical for the WNF plant productioncarried the ROA aircraft marking on the verticaltail surface in the form of St. Andrew’s Cross.OVERTREES#82161XBf 109G-10 WNF1/48Product pageOVERLEPT#82161-LEPT1Bf 109G-10 WNFPE-Set 1/48Product pageRecommended:for Bf 109G-10 WNF 1/4849095 Seatbelts Luftwaffe WWII fighters STEEL (PE-Set)644004 Bf 109G-10 Löök (Brassin)648158 Bf 109G-10 wheels (Brassin)648247 Bf 109G exhaust stacks (Brassin)648265 Bf 109G external fuel tanks (Brassin)648309 Bf 109G undercarriage legs BRONZE (Brassin)648465 Bf 109G-10/ U4 engine (Brassin)648479 Bf 109G-10/U4 cockpit PRINT (Brassin)648672 Bf 109G-10 propeller (Brassin)SIN64862 Bf 109G-10/ U4 ESSENTIAL (Brassin)D48035 Bf 109G-10 MTT / WNF national insignia (Decal Set)EX609 Bf 109G-10 TFace 1/48 (Mask)#648672#644004#648465#648479#648309KITS 02/2024INFO Eduard59February 2024Page 60
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Leningrad, the Soviet Union, 1941The Soviet Union, summer 1941Genmjr. Ivan A. Lakeev, 46 IAP, Vasilkov, the Soviet Union, 1941Some I-16s survived in the war for a surprisinglylong time. For example, this “red four”, which isa somewhat mysterious aircraft. No details areknown, but it is thought it served as a liaisonaircraft or possibly as a training one for someunit in the northern sector of the front in 1944.The livery was typical of the first half of the GreatPatriotic War. Thus, the upper surfaces werein AII green and AII black (AMT-6), the lower inAII blue. The band in front of the tail surfacesis sometimes given as yellow, however, yellowstripes were not used by the Soviet Air Forcefor obvious reasons, and it is very likely that thestripe was in fact white.Among the many aircraft that fell into the handsof the advancing Germans during the summerof 1941 were a large number of I-16s of variousversions. This one is probably the most famousone captured during Operation Barbarossa.The aircraft sported an unusual camouflage,which can best be interpreted as a brush-ongreen paint (probably AE-7) over the originallight gray livery of AE-9. This camouflagewas apparently hastily applied shortly afterthe surprise German attack on June 22, 1941.The VVS RKKA (Soviet military air force) emblemon the VOP was a fairly popular feature on Sovietaircraft in the early years of the Great PatrioticWar.Ivan Alexeyevich Lakeev was a member of thefirst group of Soviet airmen to arrive in Spain inNovember 1936. With ten kills achieved with I-16Type 5, he became one of the most successfulfighters of the Spanish Civil War. Some sourceseven give 12 individual kills and another 16 incooperation. Lakeev left Spain in August 1937and was awarded the Gold Star of the Hero ofthe Soviet Union. He later fought over Khalkin-Gol, where he is credited with another kill. Somesources, however, list four kills, while othersnone. During the Great Patriotic War, he achievedthree more individual kills and four in cooperation.Here too are discrepancies in the documents andonly one kill is reported. Lakjeev’s I-16 Type 10 isa nice example of a personal aircraft of a highVVS officer. The typical Soviet camouflage of theearly 1940s with the upper surfaces in AII greenand the lower in AII blue was complemented byred accessories, a highly polished steel bandand ideological slogans on the fuselage sides.It is uncertain whether these slogans were alsoon the other side of the fuselage – probably not.The aircraft was serving with 46 IAP at Vasilkovairfield. It was very carefully cared for and keptin perfect condition.KITS 02/2024INFO Eduard61February 2024Page 62
Maj. Mikhail N. Yakushin, the Red Five aerobatic group, the Soviet Union, 1939The Red Five (Krasnaya Petyorka) was anaerobatic group of the Soviet military air force(VVS–Voyenno vozdushnye sily), operating in1939–1940. Today, three of its five members areknown: the leader of the group, Major MikhailNesterovich Yakushin, Lieutenant Colonel V.Klevtsov and Captain Y. Shishkin. Mikhail Yakushin(alias Rodrigo Mateu) was the ace of the SpanishCivil War, where he shot down five enemy aircraft(three CR-32s and two Ju 52s) and another oneachieved as shared victory. Yakushin spent halfa year in Spain (from May 31 to November 15,1937) flying I-15s. In 1938 he was also servingin China. During the Great Patriotic War, heserved in various command positions, ending thewar with the rank of colonel as commander ofthe 215 Fighter Division. The aircraft of the RedFive were fully armed ones, ready for combatdeployment. The paint scheme was pre-war grayAE-9 camouflage paint with a black AE-11 enginecowling and additional decorative elements– a white-lined black stripe on the fuselage(extending over and onto the leading edge of theelevator) and a bright red aft.OVERTREES#8148XI-16 Type-101/48Product pageOVERLEPT#8148-LEPT1I-16 Type-10PE-Set 1/48Product pageRecommended:for I-16 Type 10 1/4849596 I-16 (PE-Set)3DL48157 I-16 Type 10 SPACE (3D Decal Set)#3DL48157KITS 02/2024INFO Eduard62February 2024Page 63
www.eduard.com/bfcBUNNY BUNNY FIGHTERFIGHTERCLUBEduard's special membership club for all modeling enthusiasts!15% Permanent Club discount at Eduard Store – you will receive permanent 15% discount on all Eduardproducts and also discount on various other non-Eduard products. Fixed, permanent, forever!Unique valuable Club kits and accessories – you will gain access to unique and nowhere else to be soldproducts, specially made for BFC members.Even better prices at Eduard events stand – do you know that Eduard usually has huge discounts ontheir products at fairs and events all over the world? BFC members will have even higher discount atthese events.Club T-shirt – you will receive fancy BFC T-shirt with unique design and special barcode(used for event discounts). This exclusive T-shirt will be only availableto the members of BFC.Free entry fee on E-day – you will not have to pay a penny to visit Eduard's E-day.That means lot of fun at E-day for two days and entry kit, absolutely free!* E-day - INTERNATIONAL SCALE KIT EXHIBITION - IPMS Czech Republic ChampionshipBOX CONTENT:Plastic parts, Marking options 6, Decal Set, PE parts, Maska, Brassinparts (two different types of wheels, landing flaps, dust filter witheyelid, intake ring and RP-3 60lb rockets), 3D decals for main and si-dewalk instrument and control panels with photo-etched details andseat belts.BOX CONTENT:Plastic parts, Marking options 4, Decal Set, PE parts, Maska, Brassinparts (undercarriage wheels, cockpit, exhaust nozzle, FOD).How to become a member of BFC?How to become a member of BFC?Simply by purchasing the Activation product. You will be given 15% discount on (almost) every Eduardproduct in your shopping cart. To apply this discount, the Activation product has to be in your shoppingcart. Activation product is excluded from this calculation.Activation products:Activation products:Tempest Mk. V + T-shirt 1/48MiG-21MF + T-shirt 1/72Page 64
BRASSINLööK set - Brassin pre-painted dashboards and STEELseatbelts for Sea King HAS.1 in 1/48 scale. Easy to assemble,replaces plastic parts. Recommended kit: AirfixSet contains:- resin: 3 parts- decals: no- photo-etched details:yes, pre-painted- painting mask: noLööK set - Brassin pre-painted dashboards andSTEEL seatbelts for Sea King HAS.5 in 1/48 scale.Easy to assemble, replaces plastic parts.Recommended kit: AirfixSet contains:- resin: 4 parts- decals: no- photo-etched details: yes, pre-painted- painting mask: no644247Sea King HAS.1 LööK1/48 Airfix644248Sea King HAS.5 LööK1/48 AirfixProduct pageProduct pageINFO Eduard64February 2024Page 65
644250Hurricane Mk.IIc LööK1/48 Hobby BossLööK set - Brassin pre-painted dashboardand STEEL seatbelts for Hurricane Mk.IIcin 1/48 scale. Easy to assemble, replaces plastic parts.Recommended kit: Hobby BosssSet contains:- resin: 2 parts- decals: no- photo-etched details: yes, pre-painted- painting mask: noBRASSINLööK set - Brassin pre-painted dashboard and STEELseatbelts for S.79 in 1/48 scale. Easy to assemble,replaces plastic parts. Recommended kit: EduardSet contains:- resin: 1 part- decals: no- photo-etched details:yes, pre-painted- painting mask: no644252SM.79 LööK1/48 EduardProduct pageProduct pageINFO Eduard65February 2024Page 66
BRASSINCollection of 3 sets for F-16D Block 50 in 1/48 scale.Recommended kit: Kinetic- LööK set (pre-painted Brassin dashboards & Steelbelts)- TFace painting mask- ejection seatsCollection of 3 sets for P-47D-25 in 1/48 scale.Recommended kit: Miniart- LööK set (pre-painted Brassin dashboards & Steelbelts)- TFace painting mask- undercarriage wheels644239F-16D Block 50 LööKplus1/48 Kinetic644251P-47D-25 LööKplus1/48 MINIARTProduct pageProduct pageINFO Eduard66February 2024Page 67
BRASSINBrassin set - the undercarriage wheels for J-35 Drakenin 1/48 scale. The set consists of the main wheels anda nose wheel. Easy to assemble, replaces plastic parts.Recommended kit: HasegawaSet contains:- resin: 5 parts- decals: yes- photo-etched details: yes- painting mask: yesBrassin set - ejection seat for J-35 Drakenin 1/48 scale. Easy to assemble, replaces plastic parts.Recommended kit: HasegawaSet contains:- resin: 3 parts- decals: yes- photo-etched details: yes, pre-painted- painting mask: no648933J-35 Draken seat1/48 HasegawaProduct pageProduct page648934J-35 Draken wheels Type 11/48 HasegawaINFO Eduard67February 2024Page 68
648936P-38J left engine PRINT1/48 Tamiya648963Italian WWII torpedo A.1301/48BRASSINBrassin set - left engine for P-38Jin 1/48 scale. Made by direct 3D printing.Recommended kit: TamiyaSet contains:- 3D print: 48 parts- decals: no- photo-etched details: yes- painting mask: noBrassin set - a torpedo fo Italian WW2 aircrafin 1/48 scale. The set consists of 2 torpedoes.Set contains:- resin: 10 parts- decals: no- photo-etched details: yes- painting mask: noProduct pageProduct pageINFO Eduard68February 2024Page 69
BRASSINBrassin set - the undercarriage wheels for TBF/TBMin 1/48 scale. The set consists of the main wheels anda tail wheel. Easy to assemble, replaces plastic parts.Recommended kit: Academy / Accurate MiniaturesSet contains:- 3D print: 4 parts- resin: 5 parts- decals: no- photo-etched details: no- painting mask: yes648965TBF/TBM wheels w/pattern1/48 AcademyBrassin set - the undercarriage wheels for TBF/TBMin 1/48 scale. The set consists of the main wheels anda tail wheel. Easy to assemble, replaces plastic parts.Recommended kit: Academy / Accurate MiniaturesSet contains:- 3D print: 4 parts- resin: 5 parts- decals: no- photo-etched details: no- painting mask: yes648964TBF/TBM wheels w/smooth tire1/48 AcademyProduct pageProduct pageINFO Eduard69February 2024Page 70
BRASSINBrassin set - seats for TBM in 1/48 scale.Easy to assemble, replaces plastic parts.Made by direct 3D printing. Recommended kit:Academy / Accurate MiniaturesSet contains:- 3D print: 3 parts- decals: no- photo-etched details: no- painting mask: noBrassin set - seats for TBF in 1/48 scale.Easy to assemble, replaces plastic parts.Made by direct 3D printing. Recommended kit:Academy / Accurate MiniaturesSet contains:- 3D print: 3 parts- decals: no- photo-etched details: no- painting mask: no648967TBF seats PRINT1/48 Academy648966TBM seats PRINT1/48 AcademyProduct pageProduct pageINFO Eduard70February 2024Page 71
BRASSINBrassin set - rudder pedals for Bf 109E in 1/72 scale.The set consists of 2 pairs of the pedals. Easy to assemble,replaces plastic parts.Set contains:- 3D print: 4 parts- decals: no- photo-etched details: no- painting mask: no672319Bf 109E rudder pedals early PRINT1/72 EduardBrassin set - the undercarriage wheels for J-35 Drakenin 1/48 scale. The set consists of the main wheels anda nose wheel. Easy to assemble, replaces plastic parts.Recommended kit: HasegawaSet contains:- resin: 5 parts- decals: no- photo-etched details: yes- painting mask: yes648968J-35 Draken wheels Type 21/48 HasegawaProduct pageProduct pageINFO Eduard71February 2024Page 72
BRASSINBrassin set - rudder pedals for Bf 109E in 1/72 scale.The set consists of 2 pairs of the pedals. Easy to assemble,replaces plastic parts.Set contains:- 3D print: 4 parts- decals: no- photo-etched details: no- painting mask: noBrassin set - the undercarriage wheelsfor L-39 in 1/72 scale. The set consistsof the main wheels and a nose wheel.Easy to assemble, replaces plastic parts.Recommended kit: EduardSet contains:- 3D print: 3 parts- decals: no- photo-etched details: no- painting mask: yes672351L-39 wheels PRINT1/72 Eduard672320Bf 109E rudder pedals late PRINT1/72 EduardProduct pageProduct pageINFO Eduard72February 2024Page 73
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BRASSINCollection of 4 sets for Bf 109K-4 in 1/48 scale.Recommended kit: Eduard- enjgine- propeller- undercarriage legs BRONZE- fuel drop tanksAll sets included in this BIG SIN are available separately,but with every BIG SIN set you save up to 30 %.SIN648119Bf 109K-4 ADVANCED1/48 EduardProduct pageINFO Eduard74February 2024Page 75
BRASSINCollection of 4 sets for FW 190A-7 in 1/48 scale.Recommended kit: Eduard- cockpit- undercarriage legs BRONZE- landing flaps- engine and fuselage gunsAll sets included in this BIG SIN are available separately,but with every BIG SIN set you save up to 30 %.SIN648120Fw 190A-71/48 EduardProduct pageINFO Eduard75February 2024Page 76
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We will be thereHow to apply Eduard decals
On various modelling forums, in discussions, but also in messages from customers, there are repeated questions about “the new Eduard decals”, how to work with them, how to peel off the covering varnish film and what the decals actually are. In this article I would like to answer these questions and give the modelers a better understanding of how to work with these decals.
How to apply EduarddecalsTo peel, or not to not peel,that is the question!DECAL SETJakub NademlejnskýOn various modelling forums, in discussions, but also in messages fromcustomers, there are repeated questions about “the new Eduard decals”,how to work with them, how to peel off the covering varnish film andwhat the decals actually are. In this article I would like to answer thesequestions and give the modelers a better understanding of how to workwith these decals. I'll start a bit broadly. Eduard started to use own decalsmade by digital printing in their kits from about autumn 2019, after sometime my colleagues started to print the date on them, so all decals printedafter autumn 2019 are made by this technology. However, we still varnishthe decals using screen printing, on the same machine we used forvarnishing decals before the introduction of digital printing. The varnishhas also remained the same, we have just adjusted the film thicknessbased on customer feedback to make the application more user-friendly.Of course, digital printing has its advantages and disadvantages, forexample it allows us to print smooth colour transitions, which allows usto print nice colours on pin-ups or small cartoons for example, but itsweaker side is colour saturation.INFO Eduard88February 2024Page 89
DECAL SETAnd now back to the initial question - topeel or not to peel? I think that for the vastmajority of modellers, the appearance afterapplication is very good when following thebasic decal procedure and there is definitelyno need to peel the varnish film off the decals.The application of these decals is exactlythe same as applying any other decal. Themost important thing is to have the substrateunder the decal sufficiently glossy, thenafter applying the decal repaint the areawith matt varnish. I understand that thereare connoisseurs among us who peel off thevarnish film from the decals if they can. But itis definitely not necessary, as you will see inthe photos below. Let's do it!Lets start with the spraying of the paint. I spray the degreased modelwith a few fine coats of metallic paint from the Super Metallic seriesby Gunze, in this case SM201.Sprayed fuselage halves. I always try to spray thepaint in several coats, for thinning Gunze paintsI recommend Mr. Color Leveling Thinner to helpprevent the paint from drying on the nozzle.The key is to have an absolutely glossy surfacewhere I will be applying the decal. If I don't havea glossy enough finish, I spray the spot locallywith Gunze GX100 varnish. It is also possibleto re-polish the spot with a polishing cloth,for example from Gunze.>>>>>>>>>>>>INFO Eduard89February 2024Page 90
Another way to achieve a highgloss metallic paint finish is toprime the surface with blackgloss paint before applying themetallic paint, in this case blackgloss GX2 was used.Once the paint and varnish have dried, we have the area readyfor decal application.I grab the decal by the backing paper and soak it in ambienttemperature water for 1-2 seconds. Using room temperature water hasworked well for me, I don't recommand hot water as with other decals.First I cut the decal with scissors with enough overlap to makeit easier to handle.Then I let the decal stand aside, it will loosen from the paperin about a minute. I recommand checking this with a little woodenstick or your finger. I do not move the decal over the backing paperuntil it is completely loose.>>>>>>>>>>>>>>>DECAL SETINFO Eduard90February 2024Page 91
In the meantime, I use aneyedropper to transfera few drops of the waterI have soaked the decalin to the place on themodel where I will applythe decal. It is importantto keep the place verywet, because so the decalwill literally rides on thesurface and be easierto manipulate.I slowly pull the decalinto the water drops withone hand, still holding thebacking paper in the other.If the decal is small, forexample a stencil,I would not pull it off withmy hand, it would risksticking to my fingertip,but I would pull it off witha small piece of wood.Once the decal is completely loose, I use tweezers to moveit to the spot.I attach the decal to a drop of water.>>>>>>>>>>>>DECAL SETINFO Eduard91February 2024Page 92
I dry off the surrounding water with a cotton swab.I can now move the decal around the surface of the modelwith my finger.I set the decal in place.Finished, set decal. This is how I apply all decals, whether I want to peel the film off or not.I wrap my fingertip in a clean piece of cloth. Then, using only pressureperpendicular to the decal, I press the decal onto the surface whilesucking out excess water with the cloth.>>>>>>>>>>>>>>>>>>DECAL SETINFO Eduard92February 2024Page 93
After the decalhas dried, I cutinto the panellines witha sharp scalpel.And I'll finishthe rivets witha phonographneedle.I didn't use any decal lotions to apply the decals,I don't think they are needed. However, their use doesnot, in my observation, impair the characteristicsof the Eduard decals.>>>>>>>>>DECAL SETINFO Eduard93February 2024Page 94
The procedure to be followed nowconcerns the peeling of the varnish film.I really recommand it only to skilledmodellers, I also recommand to try iton a test piece of plastic. Peeling filmrequires skill, but also training andcourage. You may end up ruining part ofyour decal. If you don't want to peel thefilm, skip this part and continue on page96.It is best to start peeling off after the decal topcoat has completely dried,at least 48 hours after application. Several methods can be used to peelthe film from decals. The first is to peel by rubbing with a cotton swabdipped in wash thinner. I use AK Interactive's Odourless Thinner.I run a cotton swab dipped in the thinner with a little pressure overthe decal until the film starts to stick and pack onto the swab.After some time, the first film lint starts to form, then I run the swabover it and pack in more of it.Since I also picked up the filmon the letters HO with the swab,I pulled it off with sharp tweezers.This procedure is also possible.I gradually pull the film off alongthe direction.I remove the remaining film with a re-dipped swab.I wrap the whole film in this way from one side through the wholesurface of the decal.To peel, or not to not peel,that is the question!>>>>>>>>>>>>>>>>>>ADECAL SETINFO Eduard94February 2024Page 95
Views of all applied decals on the fuselage. Can you tell which ones have been peeled off and which ones have not? It is peeled off on the star,the letters HO and part of the small German crosses.The second possibility is to peel off the film with a scalpel and tweezers.I first peel off the film in the corner with the tip of a sharp scalpel.In this way, I gradually pull off the film piece by piece.I then catch the film in the tweezers and gently pull in the directionof the peeling.This is how the decal looks after peeling off the film. I recommandrepainting it with matt varnish before the final weathering.>>>>>>>>>>>>>>>>>>>>>>>>DECAL SETINFO Eduard95February 2024Page 96
Comparison of the decal with the film removed (top) and the decal from which the film has not been removed (bottom).For repainting I use C182 varnish from Gunze. I apply severalthin coats. Be careful not to overcoat the surface, but to let thelayers dry properly.This is how the decal looks after varnishing.If you have applied the decal ona surface from which it visuallystands out, you need to repaintit with matt varnish.>>>>>>>>>BDECAL SETINFO Eduard96February 2024Page 97
Have you read?How to Work withPE-Accessories - Part IINFO Eduard 11/2023page 104.How to Work withPE-Accessories - Part IIINFO Eduard 12/2023page 84.Exploring SPACE:A Guide to Using SPACE DecalsINFO Eduard 01/2024strana 92.New maska by EduardINFO Eduard 07/2023page 94.Rivet the Eddie wayINFO Eduard 08/2023page 87.DECAL SETINFO Eduard97February 2024Page 98
BIG EDAll sets included in this BIG ED are available separately,but with every BIG ED set you save up to 30 %.BIG33157 TBD-1 1/32 TrumpeterBIG33158MC.202 1/32 Italeri321013 TBD-1 1/3232486 TBD-1 exterior 1/3232487 TBD-1 landing flaps 1/3233358 TBD-1 seatbelts STEEL 1/32321014 MC.202 1/3232488 MC.202 landing flaps 1/3233360 MC.202 seatbelts STEEL 1/32JX318 MC.202 1/32Product pageProduct pageINFO Eduard98February 2024Page 99
All sets included in this BIG ED are available separately,but with every BIG ED set you save up to 30 %.BIG EDBIG72178 AC-130J PART I 1/72 ZvezdaBIG72179AC-130J PART II 1/72 Zvezda72734 AC-130J exterior 1/7273811 AC-130J interior 1/72CX653 AC-130J 1/7273812 AC-130J cargo seatbelts 1/7273813 AC-130J cargo floor 1/7273814 AC-130J cargo interior 1/72Product pageProduct pageINFO Eduard99February 2024Page 100
MASKSIT FITS!EX1004 Ki-21-I1/48 ICMEX1005 Ki-21-I TFace1/48 ICMEX1006 Go 244B1/48 ICMEX1007 Go 244B TFace1/48 ICMEX1008 Fokker D.VIIF Weekend1/48 EduardEX1009 Spitfire Mk.Vbearly Weekend1/48 EduardEX1010 Bf 109K-4 tulip pattern& national insignia1/48 EduardCX658 Me 410A-11/72 AirfixEX1004 Ki-21-IEX1004 Ki-21-IEX1005 Ki-21-I TFace EX1005 Ki-21-I TFaceEX1005 Ki-21-I TFaceEX1005 Ki-21-I TFaceEX1007 Go 244B TFaceEX1007 Go 244B TFaceEX1006 Go 244BEX1006 Go 244BEX1007 Go 244B TFaceEX1007 Go 244B TFaceINFO Eduard100February 2024Page 101
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RELEASESFEBRUARY 2024KITSPE-SETSZOOMSMASKS11179 SPARVIERO 1/48 Limited7044 L-39C Albatros 1/72 ProfiPACK8483 Fokker D.VIIF 1/48 Weekend84198 Spitfire Mk.Vb early 1/48 Weekend82161 Bf 109G-10 WNF Re-release 1/48 ProfiPACK8148 I-16 Type 10 Re-release 1/48 ProfiPACK53304 USS Iowa BB-61 part 3 1/350 Hobby Boss53305 HMS Ark Royal 1939 part 1 1/350 I LOVE KIT36515 M16 U.S. multiple gun motor carrier 1/35 Tamiya36516 M3A2 Half Track 1/35 Tamiya481129 SM.79 bomb bay 1/48 Eduard481130 SM.79 undercarriage 1/48 Eduard481131 SM.79 rear fuselage interior 1/48 Eduard491414 Ki-21-I 1/48 ICM491417 Go 244B 1/48 ICM73817 Me 410A-1 1/72 AirfixFE1414 Ki-21-I 1/48 ICMFE1415 Ki-21-I seatbelts STEEL 1/48 ICMFE1416 SM.79 seatbelts STEEL 1/48 EduardFE1417 Go 244B 1/48 ICMFE1418 Go 244B seatbelts STEEL 1/48 ICMFE1419 Fokker D.VIIF Weekend 1/48 EduardSS817 Me 410A-1 1/72 AirfixEX1004 Ki-21-I 1/48 ICMEX1005 Ki-21-I TFace 1/48 ICMEX1006 Go 244B 1/48 ICMEX1007 Go 244B TFace 1/48 ICMEX1008 Fokker D.VIIF Weekend 1/48 EduardEX1009 Spitfire Mk.Vb early Weekend 1/48 EduardEX1010 Bf 109K-4tulip pattern & national insignia 1/48 EduardCX658 Me 410A-1 1/72 AirfixBIG EDBIG33157 TBD-1 1/32 TrumpeterBIG33158 MC.202 1/32 ItaleriBIG72178 AC-130J PART I 1/72 ZvezdaBIG72179 AC-130J PART II 1/72 ZvezdaBIG-EDBIG-EDINFO Eduard102February 2024Page 103
RELEASEBRASSINLöökPLUSBIG SINSPACE644247 Sea King HAS.1 LööK 1/48 Airfix644248 Sea King HAS.5 LööK 1/48 Airfix644250 Hurricane Mk.IIc LööK 1/48 Hobby Boss644252 SM.79 LööK 1/48 Eduard648933 J-35 Draken seat 1/48 Hasegawa648934 J-35 Draken wheels Type 1 1/48 Hasegawa648936 P-38J left engine PRINT 1/48 Tamiya648963 Italian WWII torpedo A.130 1/48648964 TBF/TBM wheels w/smooth tire 1/48 Academy648965 TBF/TBM wheels w/pattern 1/48 Academy648966 TBM seats PRINT 1/48 Academy648967 TBF seats PRINT 1/48 Academy648968 J-35 Draken wheels Type 2 1/48 Hasegawa672319 Bf 109E rudder pedals early PRINT 1/72672320 Bf 109E rudder pedals late PRINT 1/72672350 Bf 109F engine PRINT 1/72 Eduard672351 L-39 wheels PRINT 1/72 Eduard644239 F-16D Block 50 LööKplus 1/48 Kinetic644251 P-47D-25 LööKplus 1/48 MINIARTSIN648119 Bf 109K-4 ADVANCED 1/48 EduardSIN648120 Fw 190A-7 1/48 Eduard3DL48156 Ki-21-I SPACE 1/48 ICM3DL48157 I-16 Type 10 SPACE 1/48 Eduard3DL48158 SM.79 SPACE 1/48 Eduard3DL48159 Go 244B SPACE 1/48 ICM3DL72027 Me 410A-1 SPACE 1/72 AirfixFEBRUARY 2024DECAL SETD48115 F-104A/C stencils 1/48 KineticINFO Eduard103February 2024Page 104
BUILT1/48built by Robert Szwarc#8092MARKING BP-400INFO Eduard104February 2024Page 105
BUILT67th FS, Guadalcanal, Solomon Islands, November 1942P-400 listed in the squadron records as “Old 13”was one of few original Airacobras delivered to67th FS in the spring of 1942 and still serving onGuadalcanal in the beginning of 1943. Rudimentaryconditions of the remote Pacific airbases and lackof the spare parts forced the ground personnelinto many improvisations. Textbook exampleis the story of the “Old 13” Airacobra whichalready crash-landed during her service on NewCaledonia and her wreck was cannibalized forthe spare parts. 67th FS heavy losses after itstransfer to Guadalcanal and the critical lack ofthe aircraft on the island caused the abandonedAiracobra wreck to be restored to the airworthycondition after a complex repair. The aircraftreceived a new wing and also a number of manyfuselage panels and hatches had to be replaced.According to the surviving repair record thereplacement parts were painted in Olive Drab/Neutral Grey colors and therefore the Airacobrasported the unique display of the British andAmerican camouflage shades. Furthermore,the more powerful engine was installed, andthe damaged propeller blade was replaced byanother one balanced by pouring the meltedplumb into its tip. The instrument panel wasfurnished with the essential gauges only, therewere only holes after the rest of the instruments.This repaired Airacobra was christened “TheResurrection” and this inscription was paintedon both sides of the fuselage. Unfortunately, nophotographic evidence exists so the inscriptionappearance is based on another 67th FS airplane.Product pageINFO Eduard105February 2024Page 106
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BUILT1/48built by Angelo Lodetti#8067MARKING FP-39NAiracobraAccessories used:#648203 P-39 wheels late (Brassin)INFO Eduard112February 2024Page 113
BUILTP-39N-1, 42-18378, 10° Gruppo, 4° Stormo, ACI, Lecce-Galatina, Italy, 1944The Aviazione Cobelligerante Italiana (ACI) wasthe air force of the Southern Italian monarchistgovernment of Pietro Badoglio, formed inOctober 1943 after the armistice concludedbetween Italy and the Allies at Cassibile. TheACI then used aircraft supplied by the USA andGreat Britain in addition to Italian types. At thetime of handover to ACI, this Airacobra hadbeen operated approximately a year and a halfby the 345th FS/350th FG USAAF in Africa andthe Mediterranean. These worn out Airacobraswere mainly used by the Italians to train pilotson the new equipment. The aircraft with the Jig-Jig insignia on the nose was photographed withother decommissioned P-39s from the 350thFG at an Italian airfield and was probably one ofthe first to receive Italian cockades, as the otheraircraft in the picture are still in USAAF markings.The Italian cockades were applied directly to theoriginal American markings at four positions, andtwo were added to the upper right and bottomleft wing halves. At the same time, the yellowstripes marking the aircraft operating within the12th AF USAAF were retained. The aircraft has notundergone any other changes and can thereforebe built in its spring 1943 form, when it was stillpart of the 345th Fighter Squadron, thanks to thealternative US markings offered in the decal.Product pageINFO Eduard113February 2024Page 114
ON APPROACHMARCH 2024644249Sea King HU.5 LööK1/48 Airfix644253TBM-3 LööK1/48 Academy644254I-16 Type 10 LööK1/48 EduardBIG33159 AH-1G early 1/35 ICMBIG49396 Mi-17 1/48 TrumpeterBIG49397 Sea King HAS.1 1/48 AirfixBIG49398 Sea King HAS.5 1/48 AirfixBIG49399 Sea King HU.5 1/48 Airfix644249 Sea King HU.5 LööK 1/48 Airfix644253 TBM-3 LööK 1/48 Academy644254 I-16 Type 10 LööK 1/48 Eduard632192 Bf 109E rudder pedals early PRINT 1/32632193 Bf 109E rudder pedals late PRINT 1/32648928 Su-25 flaps and slats PRINT 1/48 Zvezda648969 F-16C Block 30 cockpit PRINT 1/48 Kinetic648975 Tornado ejection seats 1/48 Revell648976 Fw 190A-8/R2 cockpit PRINT 1/48 Eduard648977 Bf 109G-10 WNF cockpit PRINT 1/48 Eduard648978 F-35B wheels 1/48 Tamiya648979 F-35B ejection seat PRINT 1/48 Tamiya672352 Bf 109G-6 engine PRINT 1/72 Eduard644256 Sea King HAS.1 LööKplus 1/48 Airfix644257 Sea King HAS.5 LööKplus 1/48 AirfixSIN648121 FM-1 ESSENTIAL 1/48 EduardSIN648122 FM-2 ADVANCED 1/48 EduardBIG ED (March)BRASSIN (March)LöökPlus (March)BIGSIN (March)LööK set - Brassin pre-painted dashboardsand STEEL seatbelts for Sea King HU.5 in 1/48 scale.Easy to assemble, replaces plastic parts.Recommended kit: AirfixSet contains:- resin: 4 parts- decals: no- photo-etched details:yes, pre-painted- painting mask: noLööK set - Brassin pre-painted dashboards and STEELseatbelts for TBM-3 in 1/48 scale. Easy to assemble,replaces plastic parts. Recommended kit:Academy / Accurate MiniaturesSet contains:- resin: 5 parts- 3D print: 1 part,- decals: no- photo-etched details:yes, pre-painted- painting mask: noLööK set - Brassin pre-painted dashboardand STEEL seatbelts for I-16 Type 10 in 1/48 scale.Easy to assemble, replaces plastic parts.Recommended kit: EduardSet contains:- resin: 1 part- decals: no- photo-etched details: yes, pre-painted- painting mask: noPRELIMINARY IMAGESPRELIMINARY IMAGESPRELIMINARY IMAGESINFO Eduard114February 2024Page 115
632192Bf 109E rudder pedals early PRINT1/32ON APPROACHBrassin set - rudder pedals for Bf 109Ein 1/32 scale. The set consists of 2 pairs of thepedals. Easy to assemble, replaces plastic parts.Set contains:- 3D print: 2 parts- decals: no- photo-etched details: no- painting mask: no632193Bf 109E rudder pedals late PRINT1/32648928Su-25 flaps and slats PRINT1/48 ZvezdaBrassin set - rudder pedals for Bf 109Ein 1/32 scale. The set consists of 2 pairsof the pedals. Easy to assemble, replacesplastic parts.Set contains:- 3D print: 2 parts- decals: no- photo-etched details: no- painting mask: noBrassin set - landing flaps and wing slats forSu-25 in 1/48 scale. Made by direct 3D printing.Recommended kit: ZvezdaSet contains:- resin: 22 parts- decals: no- photo-etched details: no- painting mask: noINFO Eduard115February 2024Page 116
ON APPROACHMARCH 2024648969F-16C Block 30 cockpit PRINT1/48 Kinetic648975Tornado ejection seats1/48 Revell648976Fw 190A-8/R2 cockpit PRINT1/48 EduardBrassin set - a cockpit for F-16C Block 30in 1/48 scale. Made by direct 3D printing.Recommended kit: KineticSet contains:- 3D print: 15 parts,- decals: yes,- photo-etched details:yes, pre-painted- painting mask: noBrassin set - ejection seats for Tornadoin 1/48 scale. Easy to assemble, replaces plastic parts.Recommended kit: RevellSet contains:- resin: 14 parts- decals: yes- photo-etched details:yes, pre-painted- painting mask: noBrassin set - a cockpit for Fw 190A-8/R2in 1/48 scale. Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 17 parts- decals: yes- photo-etched details: yes, pre-painted- painting mask: noINFO Eduard116February 2024Page 117
ON APPROACHMARCH 2024648977Bf 109G-10 WNF cockpit PRINT1/48 Eduard648978F-35B wheels1/48 Tamiya648979F-35B ejection seat PRINT1/48 TamiyaBrassin set - a cockpit for Bf 109G-10 WNFin 1/48 scale. Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 16 parts- decals: yes- photo-etched details: yes, pre-painted- painting mask: noBrassin set - a cockpit for Bf 109G-10 WNFin 1/48 scale. Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 16 parts- decals: yes- photo-etched details: yes, pre-painted- painting mask: noBrassin set - ejection seat for F-35B in 1/48 scale.Made by direct 3D printing. Easy to assemble, replacesplastic parts. Recommended kit: TamiyaSet contains:- 3D print: 9 parts- decals: yes- photo-etched details: yes, pre-painted- painting mask: noINFO Eduard117February 2024Page 118
ON APPROACH672352Bf 109G-6 engine PRINT1/72 EduardBrassin set - engine for Bf 109G-6 in 1/72 scale.The cownlings are included. Made by direct3D printing. Recommended kit: EduardSet contains:- 3D print: 22 parts- decals: no- photo-etched details: yes- painting mask: no644256Sea King HAS.1 LööKplus1/48 AirfixCollection of 3 sets for Sea King HAS.1 in 1/48 scale.Recommended kit: Airfix- LööK set (pre-painted Brassin dashboards & Steelbelts)- TFace painting mask- undercarriage wheelsMARCH 2024INFO Eduard118February 2024Page 119
ON APPROACHCollection of 3 sets for Sea King HAS.5 in 1/48 scale.Recommended kit: Airfix- LööK set (pre-painted Brassin dashboards & Steelbelts)- TFace painting mask- undercarriage wheels644257Sea King HAS.5 LööKplus1/48 AirfixMARCH 2024INFO Eduard119February 2024Page 120
SIN648121FM-1 ESSENTIAL1/48 EduardCollection of 4 sets for FM-1 in 1/48 scale.Recommended kit: Eduard- cockpit- endercarriage wheels,- undercarriage legs BRONZE- exhaustsAll sets included in this BIG SIN are available separately,but with every BIG SIN set you save up to 30 %.ON APPROACHMARCH 2024INFO Eduard120February 2024Page 121
SIN648122FM-2 ADVANCED1/48 EduardCollection of 3 sets for FM-2 in 1/48 scale.Recommended kit: Eduard- gun bays- undercarriage bay- engineAll sets included in this BIG SIN are available separately,but with every BIG SIN set you save up to 30 %.BRASSIN 02/2022BRASSIN 02/2022ON APPROACHMARCH 2024INFO Eduard121February 2024Page 122
PE-SETS53306 HMS Ark Royal 1939 part 2 1/350 I LOVE KIT481132 F-5E upgrade set 1/48 AFV Club/Eduard491420 F-35B 1/48 Tamiya491422 Hurricane Mk.IIb 1/48 Arma Hobby491424 Gannet AS.1 1/48 Airfix491425 Gannet AS.4 1/48 Airfix491427 F4U-1A 1/48 Magic Factory491428 F4U-2 1/48 Magic Factory73818 A-6A 1/72 Trumpeter73819 P-400 1/72 Arma HobbyZOOMSFE1420 F-35B 1/48 TamiyaFE1421 F-35B seatbelts STEEL 1/48 TamiyaFE1422 Hurricane Mk.IIb 1/48 Arma HobbyFE1423 Hurricane Mk.IIb seatbelts STEEL 1/48 Arma HobbyFE1424 Gannet AS.1 1/48 AirfixFE1425 Gannet AS.4 1/48 AirfixFE1426 Gannet AS.1/AS.4 seatbelts STEEL 1/48 AirfixFE1427 F4U-1A 1/48 Magic FactoryFE1428 F4U-2 1/48 Magic FactoryFE1429 F4U-1A/2 seatbelts STEEL 1/48 Magic FactoryFE1430 F-5E seatbelts STEEL 1/48 AFV Club/EduardFE1431 Bf 108 seatbelts STEEL 1/48 EduardSS818 A-6A 1/72 TrumpeterSS819 P-400 1/72 Arma HobbyMASKSEX1011 F-35B 1/48 TamiyaEX1012 F-35B TFace 1/48 TamiyaEX1013 F-35B RAM coating 1/48 TamiyaEX1014 Hurricane Mk.IIb 1/48 Arma HobbyEX1015 Hurricane Mk.IIb TFace 1/48 Arma HobbyEX1016 Gannet AS.1/AS.4 1/48 AirfixEX1017 Gannet AS.1/AS.4 TFace 1/48 AirfixEX1018 Gannet AS.1/AS.4 national & a/c marking 1/48 AirfixEX1019 F-5E TFace 1/48 AFV Club/EduardEX1020 Bf 108 TFace 1/48 EduardCX659 A-6A 1/72 TrumpeterCX660 P-39 / P-400 1/72 Arma HobbySPACE3DL48160 F-35B SPACE 1/48 Tamiya3DL48161 Hurricane Mk.IIb SPACE 1/48 Arma Hobby3DL48162 Gannet AS.1 SPACE 1/48 Airfix3DL48163 Gannet AS.4 SPACE 1/48 Airfix3DL48164 F4U-1A SPACE 1/48 Magic Factory3DL48165 F4U-2 SPACE 1/48 Magic Factory3DL48166 Bf 108 SPACE 1/48 Eduard3DL48167 F-5E SPACE 1/48 AFV Club/Eduard3DL72028 A-6A SPACE 1/72 TrumpeterSPACEER48008 Surface panels 1/48ER72003 Surface panels 1/72DECAL SETD48115 F-35B stencils 1/48ON APPROACHMARCH 2024INFO Eduard122February 2024Page 123
ON APPROACHFREEDOM TIGER #11182 1/4873-00878, 63rd Tactical Wing, RVNAF,Bien Hoa, South Vietnam, 197473-00878, Socialist Republic of Vietnam, Renovation for the Aviation Museum Kbely,Prague, Czech Republic, 2023VFC-13 “Fighting Saints”, US Navy, NAS Fallon,Nevada, USA, 1998MARCH 2024INFO Eduard123February 2024Page 124
ON APPROACHMaj. Lenny Bucko, NSFTIP, US Marines,MCAS Miramar, California, USA, 1983VFA-127 „Cylons“, Capt. Jerry B. Singleton, US Navy,NAS Fallon, Nevada, USA, 19931º/14º GAV “Esquadrão Pampa”, FAB, Canoas AB, Brazil, 200573-0897, 57th Fighter Weapons Wing, 65th Fighter Weapons Squadron,US Air Force, Nellis AFB, USA, 1981425th Squadron, 58th TFTW, Luke AFB, US Air Force,Arizona, USA, late 70s211 Squadron, Wing 21, Royal Thai Air Force,Udon Ratchathani AB, Thailand, late 90sMARCH 2024INFO Eduard124February 2024Page 125
ON APPROACHBf 109G-2 #70156 1/72Bf 109G-2, Maj. Johannes Trautloft, CO of JG 54,the Soviet Union, August 1942Bf 109G-2, Fw. Anton Hafner, 4./JG 51, El Aouina,Tunis, December 1942Bf 109G-2/R6/Trop, WNr. 10805, Lt. Wilhelm Crinius, 3./JG 53,Bizerta, Tunis, January 1943Bf 109G-2/R6, WNr. 13531, Hptm. Hermann Graf, CO of 9./JG 52,Pitomnik, the Soviet Union, September 1942Bf 109G-2/R6, WNr. 13949, Maj. Hans Hahn, CO of II./JG 54,Rjelbicy, the Soviet Union, January 1943Bf 109G-2/R6, WNr. 14810, Ofw. Rudolf Müller, 6./JG 5,Petsamo, Finland, April 1943MARCH 2024INFO Eduard125February 2024Page 126
Fw 190A-5 light fighter1/48ON APPROACH#84118Fw 190A-5, WNr. 2700, 2./JG 11, Husum,Germany, August 1943Fw 190A-5, WNr. 410004, Oblt. Walter Nowotny,CO of I./JG 54, Orel, the Soviet Union,October 1943Fw 190A-5, WNr. 0152594, Maj. Hermann Graf,CO of JGr. Ost, Toulouse-Blagnac, France,April 1943Fw 190A-5/U8, WNr. 01501353, Oblt. Kurt Hevler,Stab IV./SKG 10, Cognac, France, June 1943MARCH 2024INFO Eduard126February 2024Page 127
Spitfire LF Mk.IXc, W/O Henryk Dygala, No. 302 (Polish) Sqn.,ALG G10 Plumetot, France, August 1944Spitfire LF Mk.IXc, S/Lt. Pierre Clostermann, No. 602 Sqn.,Longues-sur-Mer, France, July 1944Spitfire LF Mk.lXc, P/O Jerry Billing, No. 401 Sqn.,RAF Tangmere, United Kingdom, June 1944Spitfire HF Mk.IXc, F/Lt Otto Smik, No. 312 (Czechoslovak)Sqn., RAF North Weald, United Kingdom, August 1944Spitfire LF Mk.lXc, F/O Desmond Ibbotson, No. 601 Sqn.,Italy, Summer 1944Spitfire LF Mk.lXc, P/O Jerry Billing, No. 401 Sqn.,France, July 1944ON APPROACHRe-releaseSpitfire Mk.IXc late verison#82811/48MARCH 2024INFO Eduard127February 2024Page 128
Bf 1081/48#8078Re-releaseON APPROACHSonderkommando Blaich, Tripoli,Libya, January 1942Germany, September 1939Stab I./JG51, Soviet Union,Winter 1942 - 1943 1943France, May 1940Hungary, 1942–1944MARCH 2024INFO Eduard128February 2024Page 129
Every month during the editorial board ofINFO Eduard magazine, we also plan the popularboxart stories for the content of the followingissues. They were first written about in detail bymy colleague Richard Plos in April 2022. Most ofthe one-page articles are written by colleagueswho prepared the kit or were involved. We alsofrequently write boxart stories for re-releases.If the kits were issued a few years ago,the writer has a relatively easy job. I will explainwhy it is so at the end of this article. But if it'sa painting that was done ten or nearly twentyyears ago, it can be quite a challenging task.Just such a conundrum is the painting createdby our late friend Martin Novotný in 2006 forthe 1/48th scale Polikarpov I-16 Type 10 kit weare re-releasing this month. It shows the I-16in a dogfight with Finnish Brewsters, one ofthe Finns is obviously in serious trouble. Afternearly twenty years, none of my colleaguesremembered how the brief for Martin Novotnywas defined. When Martin created the paintingin 2006, he was apparently given a fairly loosebrief and painted a very lively scene.Since I am interested in Finnish - Sovietair battles, I can imagine what the processmight have been back then to create theI-16 “Red 4” markings in the kit instructions.In the publication Polikarpov Fighters in actionPt. 2 - Aircraft No. 162, there is a colour profileof this machine and a cropped photo. The authorof this photographic booklet, Hans-Heiri Stapfer,has, in my opinion, quite realistically estimatedthat this is probably a trainer aircraft fromlate in the war, probably from 1944. In fact,the fuselage side sports an insignia whichdesign was not introduced until the secondhalf of the war. The text in our instructionswas written in this sense. In the re-release, wehave mistakenly stated that it is a 1941 aircraft,but the details of the text do not contain thistypo and the year 1944 is given.The quality of aviation-historical researchis constantly evolving, so today we are ina much different situation in terms of availableinformation than in 2006. I have gone throughall the volumes of the history of the Finnish AirForce co-authored by Keskinen and Stenmanfor the years 1941 to 1944. Unless I missedsomething, not a single Finnish B-239 was shotdown in a fighter engagement in 1941, and in1942 most of these American machines werecredited to Hurricane pilots. But both in Augustand October 1942, one Brewster was shot downby I-16 pilots of the 71st IAP KBF. In 1943, whenone of these rugged aircraft was destroyed incombat, it was credited to aviators with moderndomestically produced planes or Airacobrapilots. Same in 1944, only in late 1944, during theso-called Lapland War, the German flak becamethe enemy of the Brewsters.This detailed information was not availableat the time the boxart was created and the I-16in Martin's painting certainly does not belongto the 71st IAP KBF. Moreover, Polikarpov hada yellow band on the fuselage in the originalpainting. This was recommended by the In Actionpublication, but back in 2006 we pointed out inthe instructions that the band was probablywhite. Therefore, we adjusted the colour on theboxart of the re-release. I still think that this isa great painting to remember Martin Novotny by.Today we approach the preparation ofthe boxart in a completely different way.The aircraft that will become the main subject ofthe painting is chosen by a team of colleaguesfrom the final selection of machines whosedecals will be included in the kit. Dependingon the edition of the kit, we choose the themefor the boxart from four to twelve aircraft andbelieve me, this is sometimes a difficult choice.The aircraft we select for our kits are the resultof a vote on a usually much longer list ofaircraft.When we agree on the aircraft that willeventually appear in the painting, we preparea detailed specification for the artist describingthe situation in which the aircraft and its pilot orcrew should be depicted. We often work with ananalysis of the reports of both fighting sides andtry to keep the details of the terrain, altitude,cloud cover, and the intensity and coloration ofdaylight according to the day and hour of thefight. Often we also call in outside consultantsfor details of the fights. I think our artistskind of hate us for such detailed commissionssometimes. Although Piotr Forkasiewicz toldme recently, it is these extremely detailedpainting briefs that he really likes and suit hisstyle of work.The amount of information that we gatherwhen preparing a boxart led us to the idea ofstarting a one-page boxart story a few yearsago, because we were sorry not to share thisvaluable and interesting historical information.We felt that our customers did not know howrealistic the situations we present on ourboxarts were. I believe that we are the onlymanufacturer that is this careful about thehistorical veracity of the paintings on our kits.I hope you enjoy the work of all my colleagueswho work on our kits and boxart stories.A friend recently told me that the boxart storyis his favourite reading in the morning overcoffee. I firmly believe that there are many morecoffees to come with us!HISTORY OF ONE BOXART STORYJan BobekINFO Eduard129February 2024Page 130
FORTHCOMINGMODELLERS AND AVIATION HISTORY FANS,JaPo Publishing s.r.o. has been preparing publications for you for more than 20 years.Focke-Wulf Fw 190s ofJagdgeschwader 6inWWII Final Operationse next volume in the series of books on the Luwae historyover the Czech territory will focus on the nal days of WWII andghter JG 6. e unit based at airelds located in northern Bohemiaparticipated in the defence of Berlin against Soviet armies. For the rsttime in our series we attempt to analyze in detail air operations of bothparties day by day, while concentrating on missions own by JG 6. esecond part of the book oers information on unit’s equipment witha particular focus on the Fw 190A andD. Like in our earlier volumes,we also introduce several aircra in detail, including their career andcamouage.Messerschmitt Bf 109s&Other Aircraft of I./EKG(J)German Fighters in the Westfrom Poland to the Defence of the ReichMesserschmitt Bf 109sof KG(J) 6Avia B.534 “Dogan”inthe Bulgarian Air ForceMesserschmitt Me 262Production & Arado Ar234’sFinal OperationsB-24 Liberator in RAFCoastal Command ServiceMesserschmitt Me 262sof KG & KG(J) unitsAviatik D.I & D.IIWORLD WARII OVER CZECH TERRITORYWORLD WARII WORLD WARIOur own research is focused mainly on WWII aviation history – especially late war history and Luftwaffe activity over Czechterritory, or more precisely over Protektorat Böhmen und Mähren. Other periods – Great War and post-WWII aviation – are alsocovered by our publishing activity, in particular history related to Czechoslovakia and Czechoslovak and Czech Air Force. We offerpublishing cooperation to the authors of interesting works, don’t hesitate to contact us in case you are working on a manuscriptfrom the same or similar field of interest or you have any documents and photos relating to titles and projects described.SELECTED ALREADY ISSUED TITLESwww.japo.euYOU CAN BUY PUBLICATIONS FROM OUR E-SHOP OR FROM OUR DISTRIBUTORSUnder preparation is Focke-Wulf Fw 190D Camouflage & Markings, Part III,the final volume of the trilogy and thenext book in our World War II series.We will soon return to WWI topicswith another study on the historyof the Austro-Hungarian Air Force.Editorial
Good day, Dear Friends
After a year, I am writing today's editorial once again from Nuremberg. This year's Spielenwarenmesse started on Tuesday, and today, we are exactly at the halfway point, as the fair ends on Saturday. With German tenacity, the organizers are sticking with the five-day duration of the event, which gets on the nerves of most participants. It's better than the six days they tried on us before, but it's still at least a day more than we want and need to be here. From the point of view of the participation of companies, the fair is certainly better this year than last, but when it comes to visitors, traders and journalists, the situation is more or less still on the weak side. There is peace here. Calm is usually nice, but at a trade fair, calm is probably the last thing an exhibitor wants to experience. Maybe it will change tomorrow or the day after and the fair will come to life, but we have no indication of that as yet. So we have begun thinking about a backup plan. I will tell you how it turned out in the next editorial.
As far as February new releases are concerned, I have to tell you first and foremost about the Sparviero and the Eduard Heavy Retro edition line. I feel that this is necessary, because the reactions to this kit show a certain misunderstanding on the part of modelers of what this edition and the kits released in it actually are and will be. The Sparviero is a reminder of the old days, when we still had a long way to go to today's quality of our kits. It is also an answer to the wishes of modelers who would like to see some kits from that time back in the range. I'll admit I resisted it long and hard, but last fall I capitulated and decided to give it a go with these old pieces. I think that either it will be a successful move and those who long for the old kits will be satisfied, or it will be a flop and everyone will be convinced that it is all nonsense. Since I don't think it's really possible to release these old pieces in our current lines, we've created a new line to release them, called ‘Eduard Heavy Retro’. There won't be any super modern perfectly fitting kits in this line, but rather those older items that lent themselves well to discussions and criticisms pertaining to the execution of details and even on how to go about it. Or you may need to putty a hole with a diameter of 0.1 mm and drill another one with the same diameter 1.2 mm to the left….or right. Such horrors will be the price you pay with the kits in the EHR line. Part of their charm will be that there will be no shortage of topics to discuss. You’ll need to get out the putty, and some of you may have not seen a tube of the stuff in a long time indeed. You will have neither the time nor the mood to drill any holes. You can then with confidence say that Eduard released this to increase sales of GSI brand surface treatment products. There won't be much detail on the moldings. This deficiency will be compensated for by the details on the PE frets and resin, which are really a lot in this kit. Of course, there are also masks, and I also guarantee you nice, high-quality decals, a great selection of markings and a beautiful boxart. We'll also add some good reading for you here within the pages of our newsletter. Today's article on the Sparviero was written by the renowned expert on Italian aircraft, Mauricio di Terlici, and in my opinion, in addition to his admirable historical knowledge, he projects the Italians' view of this symbol of the Italian Regia Aeronautica into it.
To sum it up, these are kits for the tough guys, for modelers who can do something with the canvas they are given. But just because we've dusted off and offered up old plastic doesn't mean we'll slack off on the rest. What is being created with these kits today is what we do today….the highest standard possible with them. And for those with the skill and interest level in the subject matter, you will be considered among the elite.
So, by reading this far, you know what it's all about. If you are thinking of buying, consider your abilities first. If you embark on this adventure, don't moan and whine. Show that you've got what it takes or just stay away from these kits. They are designed with a specific segment of the modeling community in mind. As they say, if you can’t stand the heat, get out of the kitchen. On the other hand, if you have the urge to get into something like this, or at least add it to your collection, don't hesitate too long. For reasons I don't understand, the Sparviero is the best selling February release, and since we only made 2000, we don't have many left. As of today, there are just over 400 available. With this sales so dynamic, an item like this usually doesn't make it past the end of the first month of sales. The good old slogan of ‘take it or leave it’ still applies. This is no joke, heavy retro is heavy retro.
Another February new release, the L-39C Albatros in 1:72, is a bit of a lighter retro. The molds for this kit are actually almost as old as the Sparviero molds. The Albatros L-39 was made by us, the Sparviero comes from Special Hobby. The Sparviero is a more difficult test, but even the Albatros will benefit from modeling skills nicely. In this issue, you will see the creation of a near perfect model (assuming there is no perfection) , despite the age of the kit in our article by Karel Pádár about his build of the 72nd L-39 in Hungarian markings.
If you don't have the stomach for these old pieces, we also have current standard quality items for you. This is in the shape of the Fokker D.VIIF and Spitfire Mk.Vb in the Weekend range, in addition to re-releases the Bf 109 G-10 (WNF) and I-16 Type 10, both of these items being Profipack releases and all four kits mentioned are in 1:48th. For all of them, in today's newsletter issue we have the popular corresponding Boxart Story, with the exception of I-16 type 10, which is written by Jan Bobek in his Tail End Charlie contribution. This article is also worth reading. You will learn a lot about the background of the creation of our boxarts, their historical development and the meaning of our striving for realistic and historically accurate boxarts.
I won't go into any great detail about the additions to our range coming from the February lineup of new releases. You can find everything important about them throughout this issue of our newsletter. I will mention just one item which is the 1:48th scale P-38J Lightning engine for use in the Tamiya P-38J kit. We have been working our way through many difficulties for a long time in releasing this Brassin set, or rather kit, to be more precise. It is probably the most complicated and complex project undertaken in the Brassin series so far. You can see what the result looks like not only on the product page of this item, but also in Jan Baranc's article about building his model of this engine.
We keep coming across various criticisms regarding our decals. The latter, in our opinion, is associated with the fear of a new thing, shrouded in the fog of new ideas and associated prejudices and rumors that digital decals and their properties specifically precipitate. This situation reminds me a bit of the distrust and skepticism that once existed about digital photography. Today, Jakub Nademlejnský will try to dispel your fears and mistrust with his article about working with digital decals from our production. By the way, the aforementioned L-39C model by Karel Pádár also uses these decals, as well as all the other models that we have presented both in this issue and in previous ones of the newsletter for at least the last four years.
In the historical articles, in addition to the already mentioned Sparviero bit by Mauricio di Terlici, we have another installment of the Air War over Ukraine series by Mira Barič and the second part of Gustav VI., that is, the developmental history of the Messerschmitt Bf 109 G-6 and its variants. I thought this would be the last part, but it looks like I have a few facts left that didn't fit into the two previous, so there will be a Part Three. It follows that I am an undisciplined author, not adhering to the set scope of my work. In order not to make this situation worse, I am quitting for today and going to attend to my duties as an exhibitor at the fair. I wish you a pleasant evening and a good read!
Happy Modelling!
Vladimir Sulc
A face on the tail
Text: Jan Zdiarský
Illustration: Antonis Karydys
Cat. No. 7044
Decorating military aircraft with symbols or markings related to significant anniversaries is quite common in modern times, especially in NATO units. A nice anniversary marking on an aircraft is usually of interest to modellers. In the case of the L-39 Albatros, we have seen two such honours in recent years and both of them have appeared in Eduard kits for obvious reasons.
The first one was L-39ZA, no. 232433 from Náměšt' nad Oslavou, with the depiction of the main designer of this aircraft, Jan Vlček. The second one is L-39CM, No. 915254 of the 2 Fighter Squadron, 31 Fighter Wing, of the Slovak Air Force from 2022, commemorating the 100th anniversary of the birth of the Czechoslovak fighter ace, S/Ldr. Otto Smik (current ProfiPACK No. 7044).
Otto Smik was born on 20 January 1922 in Borjomi in the Caucasus. His father, a Slovak soldier who fell into Russian captivityin this area during the First World War, got married there, and although he wanted to return to his homeland, he couldn't do so before many years. He did eventually return in 1934 with his Russian Wife and their three sons, of whom Otto was the middle one. After some peripeties, the family settled in Bratislava. Otto, who had been interested in aviation since he was a child, built models and learned to fly gliders. However, he could not reconcile himself tothe Slovak state's establishment and its leaning towards nazi Germany. At the tender age of 18, in March 1940, he fled Slovakia to join the Czechoslovak foreign resistance. Via Hungary, Yugoslavia, Greece and Iran, he reached France, where he joined the Czechoslovak Air Group in the French Air Force in June 1940. However, France fell before he started his training. The direction of further escape was, as for many others, Great Britain.
Here he was accepted into the RAF, where he underwent flight training. After that, the British Royal Air Force promoted him to the rank of Pilot Officer, but in the structures of the Czechoslovak Foreign Army he had the rank of Corporal. This discrepancy was not well borne by some Czechoslovak career officers, and Smik was put to considerable hardship during his first tour of duty with the No. 312 and No. 310 Czechoslovak Squadrons. After only a few days, Smik therefore transferred to the British 131 Squadron at his own request, and later to the 122 Squadron of the RAF.
On 13 March 1943 he achieved his first victory, a probable shoot down of a Bf 109. In May 1943 he transferred to 222 Squadron, where he increased his score to 7 and 1/2 aircraft shot down for sure, 2 probably and 3 damaged. With this score, after taking a break from operational flying, he started his second operational tour as one of the most successful Czechoslovak fighters. In March 1944 he returned to the Czechoslovak unit, this time with the No. 310, later 312, Squadron.
While Flight commander he was shot down over the Netherlands on September 3, 1944. After an emergency landing he managed to get behind Allied lines and after less than two months he was back in England. On 13 November 1944 he took leadership of the No. 127 squadron of the RAF, with which he undertook mainly bomber escorts and attacks on ground targets in support of the allied invasion troops. After fifteen days, however, Otto Smik was again shot down. This time his attack on the railway station at Zwole in the Netherlands was fatal. His Spitfire was hit several times by flak and the aircraft crashed at the Blooksteeg farm near Zwole. Otto Smik died in the wreckage. At the same time, one of his wingmen, Belgian Henri L. J. Taymans, was also shot down and his plane crashed into a muddy ditch by the railway line. A series of misidentifications, started by the Germans when one of the two pilots was buried, and continued by the Belgian and then the British War Graves Commission, created a mistake and a mystery that was not unravelled until 1965.
Since 1994 the famous pilot has been buried in the Slavic Valley in Bratislava. Otto Smik received many military decorations for his successful combat activities: five Czechoslovak War Crosses 1939-45, the Czechoslovak Medal for Valour, the Order of the M.R.S. 3rd Class, the French Croix de Guerre with palms and the British Defence Medal and Air Crew Europe Star. During the war he flew 263 operational sorties, 215 of which were over enemy territory. He certainly shot down 11 enemy aircraft, 1 probably and 3 damaged, in addition to these, he destroyed three V-1 missiles in flight and a number of ground targets. Smik's commemoration on the tail surfaces of Albatross No. 915254 is one of the significant tributes the Slovak Air Force has paid to his legacy.
For more information about Otto Smik and his aircraft, we recommend the book by Zdenek Hurt "Naší se vraceji“ (Boys are back / Eduard, 2013), and the website of the aviation society Classic Trainers.
The Non-Stop Offensive
Text: Jan Bobek
Illustration: Piotr Forkasiewicz
Cat. No. 84198
On the boxart of this Spitfire edition, Piotr Forkasiewicz captured S/Ldr James Rankin of the No. 92 Squadron RAF in battle with German opponents somewhere over France in the summer of 1941. This period of large numbers of RAF raids over occupied territory on the west coast of Europe was given the name Non-Stop Offensive.
In the winter of 1940, after the Battle of Britain, most Luftwaffe fighter units moved to Germany to rest, replenish pilots and take delivery of new machines. Many airmen anticipated that the battle would continue in the spring and eventually lead to an invasion of southern England. But Adolf Hitler's plans, as we know, headed elsewhere.
Meanwhile the RAF command decided to shift its operations over French territory during 1941. It proposed several methods of deployment. These were not just raids on naval targets (Roadstead), daily bombing missions against specific ground targets (Ramrod) or risky attacks by pairs of fighter aircraft on more or less random targets on the continent (Rhubarb).
German air raids during the Battle of Britain, designed to lure into combat and destroy fighter units of Hurricanes and Spitfires, impressed the RAF command to such an extent that it decided to adopt and modify this tactic. Instead of the tens to hundreds of bombers used by the Germans, however, the British decided to deploy only small numbers of bombers, usually six to twelve. These were mostly Blenheims, although Stirlings, for example, were also deployed into combat. Gradually the number of bombers increased to 24 in exceptional cases, and the very complicated fighter escort system had as many as 350 Spitfires and Hurricanes in several flight levels. However, these actions, called Circus, posed no real threat because of the small number of bombers and the short range of the British planes, which did not have many strategic military or industrial targets within their radius of action. Germans were often unable to distinguish them from Sweep or Rodeo actions, which were purely fighter operations over enemy territory.
By the end of June 1941, the RAF had carried out about 20 Circus missions. Thanks to their new radar stations, the Germans quickly learned to recognize the types of enemy operations and to react accordingly with their own fighter units (or even ignore them). Their new Bf 109 F-1 and F-2s represented a considerable advantage over the Hurricanes and Spitfires Mk.II. Soon the technical superiority was offset by the arrival of the Spitfire Mk.V. In the autumn, however, the first Fw 190 As appeared over the battlefield, which shifted the scales again slightly in favour of the German pilots. They were usually above their RAF opponents in time to be ready with the sun at their backs or behind the clouds. They chose their targets carefully and followed a disciplined hit-and-run tactic.
After the attack on the Soviet Union, the RAF greatly increased the number of Circus operations, hoping to tying up more German fighter units at the Channel and make the situation easier for the Soviets. However, this did not happen and the German fighter units, although numerically weaker, retained the tactical initiative. German propaganda derisively referred to the British plan as the “Nonsense Offensive”.
From the end of June 1941 to the end of the year, JG 2, JG 26 and one operational training unit lost 101 pilots and 110 aircraft in combat, with another 58 destroyed or seriously damaged in other circumstances. German fighter pilots claimed 838 RAF aircraft, with a number of other downed planes claimed by flak units. Their British opponents claimed 731 certain victories but lost 1,036 fighter aircraft and 585 were severely damaged. The RAF command, thanks to the ULTRA service, had an accurate picture of the situation, from decoded German radio dispatches describing replenishment of Luftwaffe losses.
The last mission of this type in 1941 was Circus No. 110, which on November 8, 1941, headed for the Lille area. Due to German readiness and a combination of poor weather conditions and bad decisions on the side of the RAF, eleven Spitfires and nine pilots were lost, including one Wing Commander and three Squadron Leaders. A further six Spitfires were shot down while escorting Hurricanes during a Ramrod mission to the St. Pol area. The outcome of this operation was so bad for the RAF, that these missions were cancelled, except to focus on significant ground targets.
For a more detailed study of this subject I recommend John Foreman's publications and books focusing on the history of JG 2 and JG 26.
The end of the war at the Danube
Text: Jan Bobek
Illustration: Piotr Forkasiewicz
Cat. No. 82161
This dramatic boxart by Piotr Forkasiewicz depicts one aircraft of II./JG 52 in the last weeks of the war. This unit was commanded by Hptm. Wilhelm Batz (237 v.) from February 1945. Apart from a few Bf 109s of the G-6 and G-14 versions, the core of its armament were Bf 109 G-10/U4s from the nearby WNF plant. The unit also received several Bf 109 K-4s. From the autumn of 1944, II./JG 52 fought in the defence of Hungarian territory, together with the Bf 109s from units 101. Vadászezred, II./JG 51 and I./JG 53, which fought near Vienna and over southern Moravia in April 1945.
Most airmen understood that the end of the war was inevitably approaching and that defeat would probably be terrible. They faced overwhelming odds against Soviet ground and air forces. At this time, over Hungarian and Austrian territory there were also sporadic engagements with American fighters. Yet the pilots of II./JG 52 in the final months of the war managed to find a way to make their lives a little more pleasant in the microworld of their unit. For example, announcing just after midnight a wake-up call pretending to slightly drunk colleagues that it was seven in the morning.
In his memoirs Heinz Ewald, then a member of II./JG 52 and CO of the 7th Staffel (former 6th Staffel), recalled such funny moments. He was lucky many times during the war (that's why he got the nickname E-Sau). Luck was on his side on March 1, 1945, when he was accidentally shot down by an SS anti-aircraft unit near his own airfield. His friend, later CO of JV 44´s Fw 190 D-9s, the legendary “Heino” Sachsenberg, dealt the flak unit his own crazy way. For more details on this incident, see the INFO Eduard 11/2010.
A month later II./JG 52 was briefly stationed in Wien-Aspern. Landing on a concrete surface was not something Wilhelm Batz and his subordinates were used to. Not only Batz's K-4 but also twelve other Bf 109s were damaged. On a mission from this base, Ewald was again shot down. This occurred on April 3, 1945, during a strafing attack south of Vienna. Bernd Barbas, in his chronicle of II./JG 52, states that this occurred after a dogfight with American fighters, but Ewald does not mention any enemy aircraft. Moreover, the Americans did not claim any victories in this area. Ewald points out in his memoirs that in addition to a 30mm cannon in the engine and two 13mm machine guns, his machine was also equipped with two 20mm cannons under the wing. After the end of the war, very few G-14 and G-10s were documented as being so armed, but three G-10s with underwing gondolas are known from Austria, for example.
The target of Ewald's Schwarm was in the area Waltersdorf-Moosbrunn. After attacking several columns and equipment assembly areas, one of the wingmen reported that a white “stream” was leaking from Ewald's machine, probably the radiator in the wing had been hit. Then there was an engine failure and Ewald had to put his machine on its belly among the vineyard hills. The left gondola under the wing carved a furrow in the ground like a plough. Ewald pulled the parachute out of the machine and walked west. He soon came under enemy fire and ran away from the machine. Soon dusk fell and he came upon two Sturmgeschütz riding towards his plane. Together with them he returned to the Messerschmitt and the tankers helped him dismantle and salvage the radio station. It was only during the drive back that Ewald noticed that the tankers were from an SS unit. He was taken by another vehicle to his airbase where he was already presumed lost. The grateful airmen rewarded the tankers with a supply of aviation gasoline. During the following day, mechanics, accompanied by tankers, took the aircraft to the base and counted 18 hits. The very next day, 5 April, Ewald managed to shoot down an Il-2 Shturmovik over Vienna. It was his 79th victory. By the end of the war, he scored five more victories and received the Knight's Cross.
In the final weeks of the fighting, Luftwaffe fighter units were being disbanded also in this part of the European battlefield. First II./JG 51 on 12 April, five days later the same fate awaited I./JG 53. Somehow this is how the “white 11” (with the inscription Rosemarie under the cockpit), which bore the overpainted insignia of JG 53 and II./JG 51, got to Ewald's 7th Staffel. It wasthen flown by Ofw. Richter, who didn't belong to II./JG 52, to American captivity at Neubiberg on May 8, 1945. Heinz Ewald was released from American captivity in Fürstenfeldbruck on June 22, 1945.
Markings for Sparviero 1/48
MM23838, Capt. Carlo E. Buscaglia, 281a Squadriglia, 132o Gruppo AS, Gadurra, Rhodes, summer 1941
Carlo Emanuele Buscaglia started his military career with the 50a Bomber Squadriglia and in the ranks of 252a Sq., he took part in a combat baptism, a raid on the port of Marseille, on June 21, 1940. His fame began to rise after training for torpedo attacks and his subsequent assignment to 278a Sq. operating from El Adem. Tenente Buscaglia hit the heavy cruiser Kent, the light cruiser Glasgow and several transport ships during his stay with the unit. On March 5, 1941, 281a Squadriglia was formed, and Capitano Buscaglia was appointed as commanding officer, subsequently becoming CO of the 132o Gruppo in early April 1942. On November 12, 1942, a Sparviero flown by Buscaglia was shot down by a Spitfire and Buscaglia was declared dead. However, he survived with severe injuries and burns and was transferred to a POW camp at Fort Meade, MD. After the surrender of Italy, Allies offered him command of the 28o Gruppo Bombardemento. Ironically, his former 132o Gruppo, now operating on the ANR side, was renamed 1o Gruppo Aerosiluranti Buscaglia. On August 23, 1944, Buscaglia crashed while taking off. His Baltimore exploded and Buscaglia succumbed to his injuries and burns the following day.
52a Squadriglia, 27o Gruppo BT, 8o Stormo BV, Son San Juan, Baleares, March 1938
The first Sparvieros destined to support the Nationalists during the Spanish Civil War landed at Son San Juan airport in February 1937 and belonged to 12o Stormo BV. The crews of this unit participated in actions against the Republicans until November 1937, when the 12o Stormo pilots were replaced by colleagues from the 27o Gruppo of the 8o Stormo BV, known as the Falchi delle Baleari (Balearic Falcons). The Sparvieros, supplied from Italy, were painted in pre-war camouflage scheme, consisting of large color fields using the Marrone Mimetico 2, Verde Mimetico 1 and Giallo Mimetico 3 shades on the upper and side surfaces, while the lower surfaces were covered by Grigio Mimetico.
MM 22278 or 22279, Ten. Col. Mario Giuliano, 193a Squadriglia, 87o Gruppo BT, 30o Stormo, Sciacca, Sicily, December 1940
The 192a and 193a Squadriglia, forming the 87o Gruppo, received their first Sparvieros in 1938 and used them in Albania the following year. In early June, 193a moved to Sciacca airfield in Sicily, from where its crews flew their first wartime missions against airfields in Tunisia. From June 6, Sparvieros of 193a Squadriglia started raids on the island of Malta and on supplying convoys. The unit participated in the fighting against Malta until August 1941, when the rearmament of the unit to CANT Z.1007bis bombers began. The Sparviero, designated by the code 193-6, was camouflaged with Verde Mimetico 2, Marrone Mimetico 1 and Giallo Mimetico 2 on the upper and side surfaces, while the lower surfaces were sprayed with aluminum paint. The unit's emblem – Omino Elettrico – was painted on the fuselage sides, and the canvas punctures sustained during the Malta raids were covered with patches. It is not entirely clear whether these took the form of British or Italian cockades. The larger punctures were re-taped with pieces of canvas with the Italian tricolor and a label indicating when the damage occurred. Under the fuselage codes was the inscription CHI-MI-TOCCO'-CI-LASCIO'-LE-PENNE.
MM 22593, 252a Squadriglia, 104o Gruppo BT, 46o Stormo, Skadar, Albania, end of 1940
The 252a Squadriglia, which formed, together with 253a Squadriglia, 104o Gruppo BT, received the first Sparvieros on February 15, 1940. In June of the same year the crews took part in the first raids on targets in Corsica and Marseilles, followed by a move to an airfield in occupied Albania in November, from where the Sparvieros took off for bombing raids over Greece. The Sparvieros used by 252a Squadriglia were camouflaged in several camouflage schemes, consisting of both spots and irregular patches. The Sparviero with number 252-3 had the camouflage of irregular patches sprayed with Marrone Mimetico 53193, Verde Mimetico 53192 and Giallo Mimetico 3 shades on the upper and side surfaces, the lower surfaces were sprayed with aluminum paint.
253a Squadriglia, 104o Gruppo BT, 46o Stormo, Gadurra, Rhodes, August 1942
The crews of 104o Gruppo Sparvieros were retrained for anti-ship torpedo attacks in the spring of 1942, and the unit first moved to Decimomanu airfield on the island of Sardinia in May 1942 to conduct raids on ships of the Harpoon convoy. Later they moved to Rhodes in July, from where they undertook reconnaissance flights over the eastern Mediterranean and attacks against Allied shipping in the same area. The Sparvieros used by 252a Sq. and 253a Sq. against ships in the summer of 1942 were camouflaged with Verde Oliva Scuro 2 shade on the upper and side surfaces, the lower surfaces were painted in Grigio Azzuro Chiaro 1 shade. The olive color on upper surfaces was supplemented with irregular patches of GAC 1 paint before Rhodes deployment. The vertical fin of the aircraft number 253-8 was like the other aircraft of the unit adorned by silhouettes of the ships, which were hit during the operation against the Harpoon convoy by the entire 104o Gruppo BT.
256a Squadriglia, 109o Gruppo BT, 36o Stormo, Castelvetrano, Sicily, June 1940
The entire 109o Gruppo, consisting of 256a Squadriglia and 257a Squadriglia, was formed along with its sister 108o Gruppo in the spring of 1938 at Bologna Borgo Panigale airfield. These units were equipped with Savoias SM.79 and SM.81 and took part in the occupation of Albania with them. Subsequently, they were moved back to Sicily, from where they undertook raids on Malta and on convoys transporting much needed material destined for the struggling island and its inhabitants. The camouflage of this Sparviero consisted of a base color of Giallo Mimetico 3 on the upper and side surfaces, with irregular patches of Marrone Mimetico 53193 and Verde Mimetico 53192 shades. The lower surfaces were camouflaged with Grigio Mimetico. On both sides of the vertical fin, there was painted the emblem of 36o Stormo, the towers of Asinelli and Garisenda, monuments and landmarks of the city of Bologna, meant as a honor of the place of origin of this unit.
Markings for L-39C Albatros 1/72
L-39CM, s/n 915254, 2 Fighter Squadron, 81 Wing, Slovak Air Force, Sliač AFB, Slovakia, 2022
Albatros with fuselage number 5254 is a modernized CM variant operated by the 2 Tactical Squadron of the 81 Wing based at Sliač airbase. In 2011, the aircraft underwent an overhaul, during which it received a new grey camouflage, which includes cabin silhouette of a darker shade grey on the underside of the fuselage. The last overhaul of the aircraft took place in early June 2020 and the L-39CM No. 5254 became the last Albatros in Slovakia, overhauled jointly by Letecké opravovne Trenčín (Aviation Repair Shop Trencin) and Aero Vodochody. On May 4, 2022, a motif commemorating the 100th anniversary of the birth of the famous Czechoslovak pilot S/Ldr Otto Smik was applied to the vertical tail surfaces.
L-39C, No. 0445, Pardubice, Czech Republic, 2023
On April 1, 2004, a new organizational unit of LOM PRAHA, Centrum leteckého výcviku (Flight Training Centre), was established. The state-owned company leased eight L-39C aircraft (Nos. 0103, 0113, 0115, 0440, 0441, 0444, 0445 and 0448) from the Czech Armed Forces for the advanced training of military pilots. At the turn of 1999 and 2000, all eight of these aircraft underwent overhaul and modernization, as they received a completely new forward fuselage section into which the original equipment was installed. This provided the Army with aircraft technically equivalent to the 53rd series and with a full service life. A new camouflage consisting of three shades of grey was also applied as part of the overhaul. During the R3 revision, which took place between 2016 and 2019, the aircraft then received new insignia in “flag” form.
L-39C, No.16, Russian Navy Air Force, 859 TsBP, Yeysk AB, Russia, 2018
The L-39C remains the backbone of the Russian Air Force’s jet trainer fleet. After graduating from one of the three aviation academies, flight training during the third year of studies begins on these aircraft, and by the fourth year, trainees are divided into fighter, attack and tactical bomber or transport/long-range aviation, with training continuing on the L-39. This L-39C served in the ranks of the Russian Naval Air Force (AVMF-RF) at the Yeysk base. Albatros RF-34122 with blue fuselage number 16 was assigned to the 859 Naval Aviation Combat Use and Crew Training Center (859 TsBP i PLS MA VMF). On October 19, 2018, it crashed during a low-level training flight over the Sea of Azov, killing both crew members. Unconfirmed sources state that one of the pilots died after ejection, while the other did not eject from the aircraft.
L-39C, s/n 533229, No. 77, Ukrainian Air Force, 299 brTA, Kulbakino AB, Nikolaev, Ukraine, 2015
After the collapse of the USSR in 1991, 1,202 L-39s were to remain in Russia and the rest were divided among the new independent states. When the Ukrainian Air Force was established in 1992, it operated 708 L-39s, making the country the second largest operator in the world. The poor financial situation of the entire army has reduced their number considerably and in 2005 less than 200 were in service. The remaining Albatroses were stored and offered for sale. The Ministry of Defense decided to modernize the L-39C with indigenous systems and assets. There are three versions of the upgrade (M1, M2 and M3), which denote different levels of modernization. Eight upgraded aircraft were delivered by 2014, but half of them were captured by Russia after it occupied Crimea in March 2014. With two major overhauls of the aircraft in Odessa and Chuhuiv, Ukraine became a master of L-39 overhauls, leading to many Ukrainian Albatroses being exported.
L-39C, No. 20, Kazakhstan Air Force, Taldykorgan AB, Kazakhstan, 2012
The Sunkar is one of the two aerobatic groups of the Kazakh Air Force. The Kazakh term Sunkar means “Falcon” and the group uses L-39 Albatros aircraft. It was formed in the fall of 2010 and has been given six L-39s. In March 2011, it made a name for itself at the International Exhibition of Arms and Military Technical Equipment (KADEX) in Astana and demonstrates its skills every year during the celebration of Air Force Day. The Kazakhstan Air Force operates a total of 18 L-39 aircraft. In 2020/2021, six of these L-39s underwent upgrades at Aero Vodochody, during which the aircraft received modern avionics equipment, including a pair of MFDs. The aircraft are in service at the Kazakh Air Force training center in Balkhash.
L-39C, s/n 131904, OK-JET, Czech Jet Team, airport Plzeň-Líně, Czech Republic, 2004–2014
This aircraft was produced by Aero Vodochody in 1981 as part of the 19th production series as the C1 version. It was delivered to the Soviet Union together with 35 other aircraft of this series. It served at the Ukrainian Chernigov Air Base as “Yellow 53” and was flown by members of the Soviet space program group in addition to military pilots. After the collapse of the USSR in 1991, the aircraft remained with several hundred other Albatroses in Ukraine but was only stored and ready for sale. In September 2002, it was bought by a Pilsen aviation enthusiast and in February 2003 the dismantled aircraft was transported by truck to the Plzeň-Líně airport. In cooperation with Aero Vodochody, work was carried out on demilitarization of the aircraft, necessary repairs and modifications of systems and avionics. Instead of the original 100 litre wingtip tanks, 230 litre ones of the same type as used on the L-59/L-159 were installed. On July 12, 2003, the aircraft passed its first engine test and on July 7, 2004, it took to the air for test flight. On the same day, the aircraft was registered by the Civilian Aviation Bureau in the register of aircraft in the Experimental category under the matriculation OK-JET. The official entry into service of the first private-owned Czech Albatros took place on July 13, 2004. The L-39 Albatros OK-JET aircraft in its unmistakable glossy black paint with yellow accessory has been a welcome visitor of the airshows since then and has performed many adventurous flights.
Markings for Fokker D.VIIF 1/48
Lt. Olivier freiherr von Beaulieu-Marconnay, Jasta 19, Stenay, France, September 1918
The younger of the von Beaulieu-Marconnay brothers (the elder Heinz was also a fighter pilot) was born in Berlin on September 14, 1898, and joined the 4th Cavalry Regiment (Dragoner Regiment von Bredow Nr. 4) as a cadet in June 1915. He transferred to Luftstreitkräfte and after completing pilot training he became a member of Jasta 18 on December 1, 1917, subsequently Jasta 15 on March 20, 1918. After five months of combat and 12 victories was “Bauli” appointed commander of Jasta 19 on September 2. He took with him the D.VIIF he had inherited from Rudolf Berthold. The white stylized 4D. was Olivier’s personal symbol. It was a branding mark of the horses of his former cavalry regiment. The aircraft originally had a red nose, like the other Jasta 15 aircraft, and while the red usually ended at the level of the machine gun breech, Berthold had it extended to the middle of the cockpit. After transferring to the Jasta 19 as its CO, Olivier instructed his men to paint the nose yellow to the usual line and the rest of the red overpaint in blue. This was either a darker shade or darkened by the underlying red, either way this part of the fuselage looks darker. The upper wing shows extensive repair, probably in lighter blue. On September 23, Olivier scored his 20th kill and was nominated for the Pour le Mérite but was wounded in aerial combat on October 18 and taken to a hospital with severe bleeding. He died eight days later. The decision to award him the Pour le Mérite was made just hours before his death.
378/18, Lt. Ernst Udet, Jasta 4, Monthussart Ferme aerodrome, France, June 1918
Ernst Udet is one of the most significant personalities of German aviation history. With 62 confirmed kills, he even became the most successful surviving fighter of the First World War. After his service with Jasta 37, Manfred von Richthofen, as commander of the entire JG I, put him in command of Jasta 11 in March 1918. When the Red Baron subsequently died in April, Udet took over command of Jasta 4. This aircraft probably bore registration number 378/18 (factory number 2465) and was powered by BMW IIIa engine number 1243. It was accepted at Schwerin on May 15, 1918 and was one of 22 Fokker D.VIIFs delivered to JG I on June 22. Udet test-flown this aircraft shortly before he was shot down with his famous O.A.W. produced D.VII, bearing the inscription “Du doch nicht!!”. It is very likely that this aircraft was subsequently painted very similarly, so at some point it probably received red and white stripes on the upper wing. The design shown here therefore illustrates the likely appearance of the aircraft at a certain time period. The white chevron on the top of the horizontal tail surfaces is also uncertain. Aircraft of this series were supplied with printed aircraft fabric (Flugzeugstoff), familiarly known as Lozenge, in four-color version. The fuselage, on the other hand, was originally painted with the typical green streaked paint. Aircraft 378/18 was the last D.VII to receive this finish at Fokker, all next aircraft had the fuselage covered with a fabric printed with colored irregular hexagons.
Rittm. Karl Bolle, Jasta 2, Lens Mons, France, October 1918
Karl Bolle began his flying career as a KG4 pilot, then served with Kampstaffel 23, where his observer was Lothar von Richthofen, who became successful fighter pilot later. In the autumn of 1917, Bolle was transferred to Jasta 28 and, after becoming ace with five kills, he was appointed commander of Jasta 2 on February 20, 1918. Bolle led this famous unit until the end of the war, and his score stood at 36 kills. On August 28, 1918, he was awarded the highly recognized Pour le Mérite. He remained an active pilot after the war and in 1920 was appointed director of the Transport Pilots’ Flying School. This Bolle’s Fokker D.VII bore a broad yellow stripe on the fuselage with white and black lines and was a D.VIIF version with a BMW IIIa engine from the Schwerin factory’s medium production series (series 4250/18-4449/18). The production or military number of this aircraft is not known.
465/18, Lt. Georg von Hantelmann, Jasta 15, Chéry-les-Pouilly, France, August 1918
Georg von Hantelmann was born on October 9, 1898, in Rokietnica (today in Poland) and joined the army in 1916. He joined the 17th Hussar Cavalry Regiment (Braunschweigisches Husaren-Regiment Nr. 17), which had a skull and crossbones in its coat of arms. This motif later became von Hantelmann’s personal symbol. After being appointed to the rank of Lieutenant on June 15, 1917, he was transferred to the Luftstreitkräfte and began pilot training on September 20 that year. After that, he reported on February 6, 1918, to Jasta 18, which became Jasta 15 in March. He achieved his first confirmed victory on June 6. Within couple of weeks, he became an ace. His eighth victim was one of America’s leading fighter aces of that time, David Putnam (13 kills). Another notable pilot who perished under von Hantelmann’s gunfire was Maurice Boyau, who had 21 balloons and 14 aircraft on his account. Having achieved 22 victories, von Hantelmann was decorated with the Knight’s Cross First Class and also the Royal Hohenzollern Domestic Order, however he expected to be awarded the highest decoration, the Pour le Mérite (awarded for 20 victories). He was nominated for it, but before it was awarded the war was over. Von Hantelmann’s score counted 25 kills. He achieved all of them with Fokker D.VII, making him one of the most successful pilots of that type. This example had the upper wing changed for O.A.W. one in September. After the war von Hantelmann worked on his farm and on September 7, 1924, was killed by Polish poachers he caught on his property.
Markings for Spitfire Mk.Vb early 1/48
W3312, S/Ldr James Rankin, No. 92 Squadron, RAF Biggin Hill, Great Britain, June–August 1941
James Rankin joined the RAF in 1935 and after training he joined No. 25 Squadron, then was transferred to the Fleet Air Arm where he flew with No. 825 Naval Air Squadron on HMS Glorious. After serving with the FAA he became an instructor with No. 5 OTU. In early 1941 he was promoted to Squadron Leader and transferred to No. 64 Squadron to gain operational experience. During his short time with this unit, he is credited with shooting down one-third of a Ju 88 and two damaged enemies. In February 1941 he took command of No. 92 East India Squadron, which was in the process of being rearmed with the new Mk.Vb Spitfires. During the summer fighting his score increased rapidly. In June 1941 he was awarded the Distinguished Flying Cross for nine kills and on June 14 he shot down Galland’s wingman, Obfw. Robert Menge of III./JG 26 (18 victories). Spitfire W3312, which was Jamie Rankin’s personal aircraft, was one of the most successful and brightly colored Spitfires in the RAF. It was decorated with the inscription EAST INDIA SQUADRON on the left side of the tank cover and the pilot’s personal emblem, which was a red lion in the crest. Under the cockpit, Rankin had symbols of the kills he had achieved. On the right side, the donation inscription “The Wiltshire Moonraker I” was displayed under the cockpit. Rankin’s Spitfire was camouflaged with a standard scheme consisting of shades of Dark Green / Dark Earth / Sky.
W3312, W/Cdr James Rankin, Biggin Hill Wing, RAF Biggin Hill, Great Britain, August-December 1941
In September 1941 Rankin became Wing Commander at Biggin Hill and in October received the Distinguished Service Order. In December 1941 Rankin completed his tour of operations and was sent to Fighter Command. He returned to operational flying in April 1942 and led the Biggin Hill Wing again until December 1942. He then served at Central Gunnery School and in August 1943 took command of No. 15 Fighter Wing. During the Normandy landings in June 1944, he was commanding officer of No. 125 Wing. Rankin scored a total of 22 kills against enemy aircraft, including five shared ones (13+1 on Spitfire W3312), three probable and two shared probable kills, 16 damaged and three shared damaged. Almost all of the kills were achieved on Spitfires Mk.Vb. The Spitfire that Rankin flew in the autumn of 1941 as Wing Commander of Biggin Hill already carried the new camouflage scheme effective from August 16. Photographs show the use of a very dark shade of Mixed Grey (probably Extra Dark Sea Grey) in place of the original Dark Earth, the lower surfaces were in the new Medium Sea Grey. Although Rankin, as Wing Commander, could have chosen his initials in place of the squadron code letters, he did not use this option and retained the original code letters QJ-J, newly repainted in the Sky shade.
W3257, F/Lt Eric S. Lock, No. 611 Squadron, RAF Hornchurch, Great Britain, July-August 1941
The most successful pilot of the Battle of Britain, Eric Stanley Lock, sortied for the first time with his Spitfire W3257 on July 14, 1941. He baptized his new aircraft by fire by shooting down a Bf-109F, which was also his very last kill. Barely three weeks later, on August 3, returning from a Rhubarb mission, he attacked a German column near Pas de Calais and has been missing ever since. It’s supposed he was shot down by AA fire and crashed into the sea. Neither his Spitfire Mk.V W3257 nor Lock himself have ever been found. At the time of his disappearance his score stood at 26 kills achieved during 25 weeks of the operational deployment in course of one year out of which he spent six months in the hospitals. Spitfire Mk.Vb W3257 was camouflaged in the standard Dark Green/Dark Earth/Sky. Code letters E-FY were painted in Sky which was a standard code letters color of the Hornchurch Wing Spitfires. A serial was overpainted in the camouflage color.
W3774, P/O William V. Crawford-Compton, No. 485 Squadron, RAF Kenley, Great Britain, November 1941 – March 1942
One of the RAF’s most successful pilots was New Zealander William Vernon Crawford-Compton. He joined the RAF in 1939 as a mechanic, and was subsequently accepted for flight training, which he completed in 1940. In March 1941 he was assigned to the newly formed No. 485 Sqn. and from August 1942 served successfully as commander of B Flight in No. 611 Sqn. In late 1942 he took command of No. 64 Sqn. and led it until the end of March the following year. After a period of staff duties, he became Commander of Hornchurch Fighter Wing in mid-1943 and led it until the end of the year. After his tour of operations, he lectured for three months in the United States on RAF operations. He returned to active service as commander of No. 145 Wing, which he led in offensive operations prior to and after Operation Overlord. After the war he held senior posts in the RAF, retiring as Air Vice-Marshal at the end of 1968. He died in January 1988 at the age of 72. During his wartime career he achieved 22 kills, four probable and he also damaged a further 13 aircraft. The Spitfire W3774 was his first personal aircraft and he achieved four kills flying it. It had a drawing of a burning swastika on the left side under the cockpit and a pan with Hitler’s head above it. The left side of the tank cover was decorated with the inscription Auckland 1 “Waiuku”. On the right side under the cab was a Samson donation sign. W3774 was given a new livery effective August 16, 1941. Photographs show the use of a very dark shade of Mixed Grey (probably Extra Dark Sea Grey) in place of the original Dark Earth, the Sky band was repainted with a new shade of Medium Sea Grey on the lower surfaces.
P8537, Sgt J. Hloužek, No. 313 Squadron, RAF Hornchurch, Great Britain, November 1941 – March 1942
Spitfire Mk.Vb P8537 served operationally with No. 313 Squadron from 2 November 1941 to 28 March 1942. The most frequent pilots in its cockpit were Sgt. J. Hloužek, F/L K. Vykoukal and F/S K. Foglar. The figure of Horace the Horse, which was painted on this Spitfire by Sgt. Karel Pavlík, a Pilsen native, trained letter painter and author of all drawings on Spitfires of No. 313 Squadron, was for many years a mystery, because only half of the drawing was known from photographs. It was until two uncut photographs from the archive of the mechanic F/O Ing. Karl Beinhauer emerged and helped to solve the appearance of the other half. Spitfire P8537 had been repainted in the new camouflage shades in effect from August 16, 1941. Surviving photographs document the complete change of the Spitfire’s camouflage. A very light shade of Mixed Grey was used in place of the original Dark Earth, and a band of Sky Blue was repainted with a new shade of Medium Sea Grey on the lower surfaces. The code letters RY-Z were in the Sky Blue shade, as were the propeller cone and band in front of the VOP.
Markings for Bf-109G-10 WNF 1/48
Bf 109G-10/U4, II./JG 52, Brno, Protektorat Böhmen und Mähren, April 1945
The II./JG 51 was disbanded on April 5, 1945, at Fels am Wagram and part of its pilots and the equipment was transferred to JG 52. One of such aircraft was the Bf 109G-10/U4 with the name Rosemarie painted on the port side. The original unit can be determined thanks to the overpainted marking which location was exclusively used by II./JG 51.
Bf 109G-10/U4, WNr. 612769, 101. vadászezred, Neubiberg airfield, Germany, May 1945
In the end of March 1945, the remaining Hungarian units were concentrated at Tulln airport in Austria from where they flew sorties to the areas of Vienna and Brno. After the front approached Tulln on April 5, 1945, they relocated to Raffelding airport, from where they continued in the air support of the land forces in the vicinity of Vienna. At the end of the war, the Hungarian airmen, same as their German comrades-in-arms, better surrendered to the American Army therefore the 101. vadaszezred pilots flew over to the Bavarian Neubiberg with the remaining aircraft. Airframes manufactured in Diana plant were camouflaged in the same colors as the airframes from Wiener Neustadt plant. From the photographs of “yellow 12” it is obvious that the Hungarian national markings were spray-painted directly on the factory camouflage. The German markings had not been applied at all. Part of the wing undersurfaces remained in the natural metal color.
Bf 109G-10/U4, WNr. 611048, II./JG 52, Neubiberg airfield, Germany, May 1945
In the middle of April 1945, II./JG 52 relocated from Fels am Wagram airport to Hosching airport from where it pilots flew the missions to support the German units and to counteract the Soviet offensive during the battle of Brno. Fighter sorties against the American units over Austria and Southern Czechia were also on cards. In the beginning of May, the relocation to Zeltweg followed and from there, on May 8, 1945, all airworthy planes took off for Bavarian Neubiberg, where the pilots were captured by the American Army. Camouflage of this aircraft consisted of spray-painted RLM 75/83 colors on the upper surfaces and RLM 76 on the bottoms and was complimented by the Luftflotte 4 recognition marking introduced on March 7, 1945, in the form of yellow painted nose and rudder. Before the assignment to II./JG 52 the aircraft had served with another unit, its original marking was overpainted in the camouflage color. The rudder features seven kill markings.
Bf 109G-10/U4, Jasta 5 der ROA, Nemecky Brod, Protektorat Böhmen und Mähren, May 1945
In the beginning of March 1945, Jasta 5 of the Russian Liberation Army led my Major S. T. Bychkov was located at Deutsch Brod (nowadays Havlíčkův Brod) airfield. Together with the Nachtschlachtstaffel 8 of the ROA, equipped with Ju 87D-5 dive bombers, Jasta 5 participated in the German units’ battles of retreat during the fight for Brno in April 1945. Some of the aircraft used by this unit were found abandoned at the Deutsch Brod airport. The aircraft sporting the camouflage typical for the WNF plant production carried the ROA aircraft marking on the vertical tail surface in the form of St. Andrew’s Cross.
Tail End Charlie
Illustration: Martin Novotný
History of one boxart story
Every month during the editorial board of INFO Eduard magazine, we also plan the popular boxart stories for the content of the following issues. They were first written about in detail by my colleague Richard Plos in April 2022. Most of the one-page articles are written by colleagues who prepared the kit or were involved. We also frequently write boxart stories for re-releases. If the kits were issued a few years ago, the writer has a relatively easy job. I will explain why it is so at the end of this article. But if it's a painting that was done ten or nearly twenty years ago, it can be quite a challenging task.
Just such a conundrum is the painting created by our late friend Martin Novotný in 2006 for the 1/48th scale Polikarpov I-16 Type 10 kit we are re-releasing this month. It shows the I-16 in a dogfight with Finnish Brewsters, one of the Finns is obviously in serious trouble. After nearly twenty years, none of my colleagues remembered how the brief for Martin Novotny was defined. When Martin created the painting in 2006, he was apparently given a fairly loose brief and painted a very lively scene.
Since I am interested in Finnish - Soviet air battles, I can imagine what the process might have been back then to create the I-16 “Red 4” markings in the kit instructions. In the publication Polikarpov Fighters in action Pt. 2 - Aircraft No. 162, there is a colour profile of this machine and a cropped photo. The author of this photographic booklet, Hans-Heiri Stapfer, has, in my opinion, quite realistically estimated that this is probably a trainer aircraft from late in the war, probably from 1944. In fact, the fuselage side sports an insignia which design was not introduced until the second half of the war. The text in our instructions was written in this sense. In the re-release, we have mistakenly stated that it is a 1941 aircraft, but the details of the text do not contain this typo and the year 1944 is given.
The quality of aviation-historical research is constantly evolving, so today we are in a much different situation in terms of available information than in 2006. I have gone through all the volumes of the history of the Finnish Air Force co-authored by Keskinen and Stenman for the years 1941 to 1944. Unless I missed something, not a single Finnish B-239 was shot down in a fighter engagement in 1941, and in 1942 most of these American machines were credited to Hurricane pilots. But both in August and October 1942, one Brewster was shot down by I-16 pilots of the 71st IAP KBF. In 1943, when one of these rugged aircraft was destroyed in combat, it was credited to aviators with modern domestically produced planes or Airacobra pilots. Same in 1944, only in late 1944, during the so-called Lapland War, the German flak became the enemy of the Brewsters.
This detailed information was not available at the time the boxart was created and the I-16 in Martin's painting certainly does not belong to the 71st IAP KBF. Moreover, Polikarpov had a yellow band on the fuselage in the original painting. This was recommended by the In Action publication, but back in 2006 we pointed out in the instructions that the band was probably white. Therefore, we adjusted the colour on the boxart of the re-release. I still think that this is a great painting to remember Martin Novotny by.
Today we approach the preparation of the boxart in a completely different way. The aircraft that will become the main subject of the painting is chosen by a team of colleagues from the final selection of machines whose decals will be included in the kit. Depending on the edition of the kit, we choose the theme for the boxart from four to twelve aircraft and believe me, this is sometimes a difficult choice. The aircraft we select for our kits are the result of a vote on a usually much longer list of aircraft.
When we agree on the aircraft that will eventually appear in the painting, we prepare a detailed specification for the artist describing the situation in which the aircraft and its pilot or crew should be depicted. We often work with an analysis of the reports of both fighting sides and try to keep the details of the terrain, altitude, cloud cover, and the intensity and coloration of daylight according to the day and hour of the fight. Often we also call in outside consultants for details of the fights. I think our artists kind of hate us for such detailed commissions sometimes. Although Piotr Forkasiewicz told me recently, it is these extremely detailed painting briefs that he really likes and suit his style of work.
The amount of information that we gather when preparing a boxart led us to the idea of starting a one-page boxart story a few years ago, because we were sorry not to share this valuable and interesting historical information. We felt that our customers did not know how realistic the situations we present on our boxarts were. I believe that we are the only manufacturer that is this careful about the historical veracity of the paintings on our kits.
I hope you enjoy the work of all my colleagues who work on our kits and boxart stories. A friend recently told me that the boxart story is his favourite reading in the morning over coffee. I firmly believe that there are many more coffees to come with us!
Jan Bobek
Markings for I-16 Type 10 1/48
Leningrad, the Soviet Union, 1941
Some I-16s survived in the war for a surprisingly long time. For example, this “red four”, which is a somewhat mysterious aircraft. No details are known, but it is thought it served as a liaison aircraft or possibly as a training one for some unit in the northern sector of the front in 1944. The livery was typical of the first half of the Great Patriotic War. Thus, the upper surfaces were in AII green and AII black (AMT-6), the lower in AII blue. The band in front of the tail surfaces is sometimes given as yellow, however, yellow stripes were not used by the Soviet Air Force for obvious reasons, and it is very likely that the stripe was in fact white.
Genmjr. Ivan A. Lakeev, 46 IAP, Vasilkov, the Soviet Union, 1941
Ivan Alexeyevich Lakeev was a member of the first group of Soviet airmen to arrive in Spain in November 1936. With ten kills achieved with I-16 Type 5, he became one of the most successful fighters of the Spanish Civil War. Some sources even give 12 individual kills and another 16 in cooperation. Lakeev left Spain in August 1937 and was awarded the Gold Star of the Hero of the Soviet Union. He later fought over Khalkin-Gol, where he is credited with another kill. Some sources, however, list four kills, while others none. During the Great Patriotic War, he achieved three more individual kills and four in cooperation. Here too are discrepancies in the documents and only one kill is reported. Lakjeev’s I-16 Type 10 is a nice example of a personal aircraft of a high VVS officer. The typical Soviet camouflage of the early 1940s with the upper surfaces in AII green and the lower in AII blue was complemented by red accessories, a highly polished steel band and ideological slogans on the fuselage sides. It is uncertain whether these slogans were also on the other side of the fuselage – probably not. The aircraft was serving with 46 IAP at Vasilkov airfield. It was very carefully cared for and kept in perfect condition.
The Soviet Union, summer 1941
Among the many aircraft that fell into the hands of the advancing Germans during the summer of 1941 were a large number of I-16s of various versions. This one is probably the most famous one captured during Operation Barbarossa. The aircraft sported an unusual camouflage, which can best be interpreted as a brush-on green paint (probably AE-7) over the original light gray livery of AE-9. This camouflage was apparently hastily applied shortly after the surprise German attack on June 22, 1941. The VVS RKKA (Soviet military air force) emblem on the VOP was a fairly popular feature on Soviet aircraft in the early years of the Great Patriotic War.
Maj. Mikhail N. Yakushin, the Red Five aerobatic group, the Soviet Union, 1939
The Red Five (Krasnaya Petyorka) was an aerobatic group of the Soviet military air force (VVS – Voyenno vozdushnye sily), operating in 1939–1940. Today, three of its five members are known: the leader of the group, Major Mikhail Nesterovich Yakushin, Lieutenant Colonel V. Klevtsov and Captain Y. Shishkin. Mikhail Yakushin (alias Rodrigo Mateu) was the ace of the Spanish Civil War, where he shot down five enemy aircraft (three CR-32s and two Ju 52s) and another one achieved as shared victory. Yakushin spent half a year in Spain (from May 31 to November 15, 1937) flying I-15s. In 1938 he was also serving in China. During the Great Patriotic War, he served in various command positions, ending the war with the rank of colonel as commander of the 215 Fighter Division. The aircraft of the Red Five were fully armed ones, ready for combat deployment. The paint scheme was pre-war gray AE-9 camouflage paint with a black AE-11 engine cowling and additional decorative elements – a white-lined black stripe on the fuselage (extending over and onto the leading edge of the elevator) and a bright red aft.
SAVOIA MARCHETTI SM.79
FROM TRANSPORT PLANE TO DARING TORPEDO MISSIONS.
Text: Maurizio Di Terlizzi
Talking about a famous aircraft like the Savoia Marchetti SM.79 isn't easy, a lot has been written about it and, more or less, everything has already been said. To do it in an article is even more difficult since it’s very complex to summarize the very rich and exciting history of such a legendary aircraft. Nonetheless the development history of the SM.79 looks rather simple, a handful of well defined steps brought about, in a natural way, changes in aircraft production and evolutions in its service.
The origin of this project came from the necessity of reaching locations at considerable distances while transporting 10 passengers at faster speeds than the other transport planes of the time. Speed was key, when engineer Alessandro Marchetti in February of 1933 completed the first drawings, the aircraft designated SM.79, already had its trimotor elegant profile. Many structural and aerodynamic characteristics promised great performance, retractable landing gears, three radial engines Isotta-Fraschini “750” Asso of 800 hp and Handley Page slots connected to the flaps were some of them. In the spring of 1934 the aircraft, now ready, was given the civilian code I-MAGO which means “wizard” in Italian, a sign of things to come.
A very early picture of the first prototype of the SM.79 serialled I-MAGO in its passenger configuration with cabin side windows.
However the first couple of flights were rather disappointing, the speed, just over 350km/h, was nowhere near what it was supposed to be. The cause of the problem was quickly identified in the engines,which just weren’t powerful enough and were not ideal for high performance. The solution was to turn to Alfa Romeo, in particular to the Alfa 125 RC.35 which were license built Bristol Pegasus.. The designation of the engine is important,explaining the motivations of the change. "R" stands for Radial, so an engine with 9 cylinders in a star shape, "C" stands for Compressor which means that the engine had a single speed compressor, that would enter in action only at a certain altitude in order to rebalance power. With higher altitude the progressive lack of oxygen causes a substantial loss of power in the engines and the compressor is needed to counter that loss, compressing air and fuel thus injected in the cylinders with higher pressure and energy. Finally "35" (3500 meters) was the altitude at which the compressor started working, allowing the aircraft to keep its performance even above this altitude. With the new engines things changed quickly, the SM.79P broke handily the 400km/h speed, a new record that no other transport plane had ever achieved.
A nice shot of the personal SM.79C airplane of Bruno Mussolini, the son of the Chief of the Government at that time. The plane joined the famous Istres-Damascus-Paris flying race in August 1937.
The aircraft was subject of numerous tests from pilots of Roma-Guidonia then started to be used for flights towards West and East Africa as VIP transport. Those flights were major records, completed without any issues and at an impressive rate. Meanwhile, military clashes were brewing in Somalia and Eritrea, so these very promising outlooks persuaded the SIAI to develop a military version which had an increased autonomy and military payloads such as bombs and machine guns. Just as the first military versions came out of the factory there was another change in the engine, adopting the new Alfa 126 RC.34 which would go on to become the main engine of the aircraft until the end of the war. By the end of 1935 the aircraft had already completed all the tests and real bombing runs, while, sadly, the political and military situation in Spain was worsening, turning into a civil war.
A wonderful formation of several SM.79 taken in Spain during the Spanish Civil War. SM.79s were fast and reliable, and performed bombing missions with very few losses.
Germany and Italy, supporting Franco's Fascist dictatorship, gave men and equipment to the war effort, utilizing the conflict as a testbed for new weapons and tactics. The SM.79 couldn’t have missed this chance and in February 1937 roughly 60 of those planes reached Spain having been bought by the Francoist government. Another 92 planes sent by the Italian government joined in and started bombing targets along fellow Italian and German planes. It must be said that the peculiar configuration of the payload in the fuselage raised some doubts, the bombs being attached vertically, would have to unnaturally rotate when dropped, at the expense of precision. The aiming duty fell to the commander of the aircraft that had to go through the entire airframe to get to the bombsight which was in the “gondola” situated almost at the tail section. He also had control of the rudder through a little steering wheel, allowing him to adjust his aim. The quantity and different kinds of payloads was selected by the pilot through a big keyboard that was ironically called “Typewriter”. The deployment of the SM.79 in Spain was a success, enemy fighters weren’t fast enough to intercept them and this contributed even more the reputation of the aircraft, although failing to rationally consider more modern aircraft that would soon enter into service. In any case it became the Regia Aeronautica standard bomber, sharing its service with the Fiat Br. 20.
Many different camouflages schemes for these 193^ Squadriglia flying along balkans coastline. The Electring man insignia was painted on fuselage sides.
In 1937 came the idea to modify the SM.79 in order to participate in a French sporting cup race which was to start in Istres, go through Damascus and end in Paris. The idea was to extensively modify 6 aircraft. The military components were removed, the fuselage was improved as well as the engines, radio and navigational equipment. A noticeable increase in maximum weight for takeoff brought an increase of utility equipment and autonomy. The aircraft were labled SM.79C for “Corsa” (Race) and they were quickly able to participate in the cup in August 1937. Right from the start it was clear the Italians were superior, their aircraft sported a bright red paintjob that would then be known as “Rosso Corsa”. Even after some unfavorable weather conditions on the Mediterranean between Damascus and Paris, the aircraft code named I-CUPA reached the french capital beating all the opponents and winning the Cup hosted by the French Aero Club in honor of the 10 years anniversary of the Lindbergh flight. It was a triumph and such a big success that it brought up an old Italian ambition, to connect with fast aircraft the nations on both sides of the Atlantic. To achieve this the SM.79C were even more modified to make it from Rome to Rio de Janeiro. When the crew were ready, three aircraft took off, reaching the midpoint of Dakar in less than 11 hours. From there, in formation, they crossed the Atlantic at about 400km/h. A huge crowd was waiting for them at the finish line, with great satisfaction everyone thought the SM.79 was the aircraft of records.
A torpedo-bomber SM.79 belonging to 204^ Squadriglia. Many authors assigned this specific plane to Marchese Emilio Pucci, a pilot that after the war became a very famous fashion firm owner and designer.
Sadly war was brewing again and the Second World War would see this beautiful plane as a protagonist. With the outbreak of the war, the SM.79 was sent into combat in almost all theaters, carrying out all kinds of missions. Bombing, transport, reconnaissance and even low level incendiary bombing runs. The aircraft was well liked by the crews and even if it was already obsolete, due to the one piece wooden wing and the metallic tubes framed and canva covered fuselage, it remained the backbone of the Italian military operations in Africa, Albania and the Mediterranean, carrying out an impressive number of missions. Already in 1940, almost all military operation were against the British “Home Fleet” which was a serious threat due to the convoy escorts and port raids. High altitude bombing being ineffective, for reasons already said,that prompted an interest to convert the SM.79 into a torpedo bomber. Italy had a long standing tradition when it came to torpedoes which were produced in several factories, the idea was convincing enough that some SM.79s were converted to carry these weapons under the fuselage. Racks for two torpedoes were attached under the belly, an extra fuel tank added in place of the bomb compartment, and different aiming devices were developed so that the moving target would be hit at a specific angle of attack. The propaganda picture showing an SM.79 with two torpedoes sent shockwaves all around the globe, contribuiting to the false myth that the aircraft could carry two of them in combat. This myth lasted for years after the war, even in the modelling world, Airfix is still selling a SM.79 in 1/72 which splendid box-art shows several Sparviero with two torpedoes under their belly. Along the name Sparviero (Sparrowhawk) the nickname “Gobbo Maledetto” (Damned Hunchback) was given to the aircraft due to the large cabin on top of the fuselage were the radio operator and the engineer sat along with a Breda-Safat 12.7mm machine gun to defend against enemy fighters.
A post-war SM.79 attached to Zona Roma, a big unit based in central Italy. Side windows can be seen on fuselage sides.
With the introduction of the first six SM.79 modified to carry the SIAI torpedo, preparations were made for the first combat actions. On the 25th of July 1940 the Reparto Sperimentale Aerosiluranti was created, speeding up preparations of the equipment and crew it was ready for early August. The first torpedo combat action was carried out against the port of Alexandria by 5 planes on the night of the 15th of August. It wasn’t a total success however, one SM.79 was lost without any tangible victory. The determination of the crews, however, lead the way for a series of very successful missions that took into account all the previous errors. New tactics and techniques were developed and victories didn’t take long. From 1940 to 1943 a great number of Sparviero were modified or built in the torpedo bomber configuration even with shortages, sabotage and the ever increasing enemy fighters threat that made torpedo runs much more dangerous. The amount of sank or damaged ships by the SM.79 speaks for itself, contributing to fuel the myth of the “gobbo maledetto”. Despite being obsolete or if it wasn’t designed for such actions, this aircraft was a perfect adaptation, even when compared to its successor the SM.84, which failed to replace it.With the Armistice in Italy in September 1943 there were still a lot of SM.79, but the fall of the fascist government and the Italian military apparatus brought about a great crisis. With the Civil War on the horizon, Italy divided, in the North the new fascist regime still allied to the Germans, while the South sided with the allies. The SM.79s saw combat actions once more, in the South it was limited to transport and training, but in the North torpedoes were still being attached to the belly of the aircraft. SIAI had already modified the Sparviero project with new “bis” version, the aircraft were greatly improved with new Alfa 128 engines, a more powerful armament, new radios and the removal of the gondola. All these changes finalized the Sparviero into a true torpedo bomber. Taking advantage that SIAI was in Northern Italy, the ANR (Aeronautica Nazionale Repubblicana) was able to group together new and old equipment and determined crews ready to attack the enemy that was climbing the Peninsula. The ANR carried out daring torpedo runs in Ancona, Bari, to counter the landings at Anzio and even a night time raid on Gibraltar. The losses decimated the ranks, along with aircraft lost in combat missions a lot were also lost in transport flights intercepted by enemy fighters.
A wonderful pics of the interior of a preserved SM.79 in Italy, with many details and colours well visible.
The famous "typewiter" placed inside the bomber aimer gondola. It was a device that selected the order of launching bombs and their selection.
When the war in Europe was finally over, a great number of SM.79 were still airworthy. They would go on to have a major role in the rebirth of the new Aeronautica Militare Italiana that struggled to get back on its feet due to the losses of men and equipment. More obsolete than ever, the SM.79 still served with many squadrons after the war, waiting for the Allies to grant surplus or more modern aircraft. The SM.79 also had one last merit that deserves a mention. 4 aircraft converted to transport planes were sold to Lebanon in 1949. In a time of great economic struggle selling those 4 aircraft was needed to not go bankrupt but many years later it would turn out to be an extraordinary blessing. With the phasing out of the lebanese SM.79, that government donated one back to Italy and today it is on display at the museum of Vigna di Valle. Nobody at the time thought about preserving some of them for future memory so all italian SM.79 were destroyed. Without Lebanon, which lated donated a second one to the Caproni museum in Trento, today there wouldn’t be any Sparviero for our eyes to marvel at or to remember the sacrifice made by so many men in combat.
The second example of SM.79 preserved in the world is on display with Lebanese colours at Caproni Museum at Trento, in Northern Italy.
The SM.79 preserved at Vigna di Valle Museum near Rome, Italy, with topsides just repainted in an unusual and strange "olive drab" colour.
Air War in Ukraine
Czech self-propelled machine guns MR-2 Viktor caliber 14.5 mm have been in the Ukrainian service for a long time.
Wish for something, the red stars are falling!
Text: Miro Barič
Photos: Ukrainian armed forces, social media and other public sources
In the period covered by this part of the series, the Russian air force suffered some of the highest losses in the air, excluding the initial months of the invasion. Between December 1 and December 31, 2023, Ukrainian anti-aircraft defense shot down five to seven Russian aircraft, including one helicopter being taken out of service. Systematic attacks also continued in the occupied Crimea and the ships of the Black Sea Fleet. Unfortunately, at the end of the observed period, the Russians launched long-awaited winter missile attacks on Ukrainian cities.
The first Russian loss occurred on Tuesday, December 5, when a Su-24M bomber attempted to attack Odesa from the south. According to some sources, it intended to launch missiles, while others claim it carried gliding bombs with a range of up to 70 km. Instead, it was shot down by a Ukrainian missile in the area of Snake Island. The Patriot system was likely used. Ukrainians received two batteries in the spring of the previous year, initially used for the defense of Kyiv, and one battery was later transferred to Odesa in the fall. At the end of last year, they were supposed to receive a third battery from Germany, and it seems they successfully used it not only in a defensive mode, as we will later see.
Both pilots of the downed Su-24M, belonging to the Russian naval aviation, were supposed to eject, but they did not survive. Russians sent an An-26 aircraft and an Mi-8 helicopter to search for them, but the search was unsuccessful. On the very next day, Wednesday, December 6, Russians lost an Mi-8 helicopter. It landed in a field near the village of Mankivka in the Svatove district of the Luhansk region. It stayed on the ground long enough for a Ukrainian drone to notice it and guide the firing from the M142 HIMARS rocket launcher. The rocket did not directly hit the helicopter but exploded nearby, still causing the fuselage to be pierced by fragments.
On Sunday, December 17, Russians lost a Su-25 attack aircraft. The location and circumstances were not specified. The pilot, a lieutenant colonel with the call sign Mason, lost his life. According to some sources, he was shot down by his own Buk M3 air defense system. According to other sources, he was flying by instruments in very bad weather and crashed after losing orientation. It is worth noting that the Russian side does not officially report its losses. However, the losses of pilots are usually confirmed by sources on social networks, such as the Telegram channel Fighterbomber.
Inscription on a Russian bomb as a memento for the Su-25 pilot nicknamed Mason.
Equipment at the site where one of the pilots from the downed Russian Su-34 ejected on December 22, 2023.
Russian rescue helicopter Mi-8. At least two of the downed pilots were found alive on December 22.
The first confirmed casualty from the downed Su-34 was Lieutenant Stepan Zhirnov from the 277th Bomber Aviation Regiment.
According to the latest information, Captain Vyacheslav Kisilev from the 559th Bomber Aviation Regiment also died on December 22.
Damaged Ka-52, captured in Crimea in September. The footage appeared three months later.
Major Stanislav Romanenko, who died in a Ukrainian Su-27 at the Ozerne airbase.
Three Sukhois shot down at the same time
Black day for the Russian air force occurred on Friday, December 22, when a group of Su-34 fighter-bombers fell into a deadly trap. Russian aircraft regularly flew to bomb the Ukrainian bridgehead on the left bank of the Dnieper and artillery positions on the right bank of the river. A similar situation occurred last May in northern Ukraine when Russians regularly flew to bomb Ukrainian territory with gliding bombs. However, Ukrainians moved the Patriot system closer to the border, and on May 13, 2023, they shot down two aircraft and three helicopters. They did a similar thing now in southern Ukraine and reported the shooting down of three Su-34s at once. It was supposed to happen in the Chaplynka and Kalanchak districts of the Kherson region. Official confirmation from the Russian side, of course, was not announced. Unofficial sources, however, stated that at least three pilots died, and at least two others survived the shootdown. This would suggest the downing of three Su-34s, which have a two-member crew. The identity of one of the dead pilots was confirmed as Lieutenant Stepan Zhirnov from the 277th Bomber Aviation Regiment.
Although the Russian side officially remains silent, the loss of three Su-34s at once shook the Russian air force. Until then, they released about a hundred gliding bombs daily on the Ukrainian bridgehead around the village of Krynky, on the next day, Saturday, December 23, these attacks stopped completely. And the Ukrainians were not done with their mission by any means. On Christmas, December 24, they reported the downing of another Su-34 near Mariupol and a Su-30 near Odesa. This would truly suggest the deployment of two Patriot batteries in southern Ukraine. One protects Odesa, and the other moves as needed. The mentioned Telegram channel Fighterbomber even stated that this battery was placed on a train for easier and faster relocation. However, this information cannot be verified and seems rather unlikely.
In addition to all the above mentioned recent shootdowns, photos documenting older losses have also appeared. On Saturday, December 23, images of a damaged Ka-52 helicopter were published, as it was transported on a trailer across the Kerch Strait to occupied Crimea. The footage dates back to September and probably relates to the Ukrainian offensive in the Zaporizhia region. During this offensive, Ukrainians reported several hits on Ka-52 helicopters, which were not visually confirmed at that time.
American guided gliding bomb under the wing of a Ukrainian MiG-29 fighter.
Ukrainian Losses and Successes
A similar case of confirming previously undocumented losses from the previous period has also occurred on the Ukrainian side. On Friday, December 8, footage of an Mi-8 helicopter wreckage was released, which had crashed into a house, likely in the Kherson region. When and under what circumstances this happened is unknown. The fate of the crew is also unclear. A confirmed loss during this period on the Ukrainian side occurred on Friday, December 22. After the alarm was raised due to approaching Shahid drones, a Su-27 fighter took off from the Ozerne base in the Zhytomyr region. It was piloted by Major Stanislav Romanenko from the 39th Tactical Aviation Brigade. A few minutes after takeoff, the aircraft crashed near the airport, and the pilot died. The cause of the plane crash is not yet known. Romanenko was already retired, but after the Russian attack in February 2022, he again assumed an active duty as a pilot with the Ukrainian Air Force.
In addition to shooting down the aircraft, Ukrainians also claimed another significant success in attacks on surface targets. In the port of Feodosia in occupied Crimea, on Tuesday, December 26, a landing ship of the Ropucha class was destroyed. Before the war, the Russians concentrated thirteen landing ships in the Black Sea. However, the expected amphibious operation against Odessa never took place, and these vessels serve only to transport supplies for the frontline units. Ukrainians gradually managed to destroy Saratov and Minsk ships and damage the Olenegorsky Gornyak. Novocherkassk is now the fourth decommissioned landing ship of the Russian fleet.
Its demise was captured in several videos. The ship was hit by Storm Shadow missiles, caught fire, and then suffered a massive explosion. The cargo being carried, which probably consisted of artillery shells and rocket launcher missiles, exploded. However, initial reports mentioned a shipment of Iranian drones. The ship's fragments were scattered within a radius of 700 meters, and residents of Feodosia found debris in their yards and on the streets for several days after the incident. The explosion also caused the sinking of the old training ship UTS-150, converted from a former T43-class minesweeper from the 1950s. It was anchored opposite the landing ship on the other side of the port basin.
Fire on the Russian landing ship Novocherkassk in the port of Feodosia.
The wreck of the Novocherkassk ship after sinking near the pier.
The wreckage of Novocherkassk sank to the bottom of the harbor, with only the burned remnants of the bridge, chimney, and broken mast remaining above water. Some Russian sources admitted that 33 sailors were missing after the attack. The Ukrainian side reports that about 70 Russians died on the ship. What followed the sinking of Novocherkassk vividly illustrates the work of Russian propaganda, aiming to inundate the information space with a multitude of versions that not only contradict available evidence but often contradict each other. Do not look for logic in this; Russia is merely trying to marginalize and doubt the truth in this way.
In the case of Novocherkassk, for example, the Russians took advantage of the fact that higher-quality footage was not available shortly after the attack. The wreckage of the ship was not clearly visible at the pier, and the buildings and cranes on the pier appeared untouched. Therefore, claims emerged that Ukrainians did not sink any ship in Feodosia, and the video of its explosion is fake. However, further images quickly revealed that even the concrete pier was seriously damaged, and it likely diverted the explosion's energy away from the buildings and cranes. The shipwreck was also clearly visible in subsequent satellite images.
Afterward, the Russians tried to downplay the loss of the ship by claiming that it was already decommissioned and unused. However, the Suchonimus channel on YouTube, based on recent satellite images, demonstrated that although Novocherkassk regularly anchored in the same place, there were days when it was absent from the harbor. Obviously, it was lifted to pick up some cargo during those times. This happened, for example, on October 18. Russians also labeled Feodosia as a peaceful civilian port with no defenses, explaining how Ukrainians managed to sink the ship. However, this claim was easily refuted by Suchonimus based on satellite images. In the photo from October 2, Feodosia can be seen with 16 ships, at least seven of which are military, including two corvettes and two minesweepers.
The assertion of a civilian port without defenses contradicts another Russian version, according to which the port's defense worked excellently and shot down two attacking Ukrainian Su-24 aircraft directly above the ship. The huge explosion in the video is said to capture the end of the Ukrainian planes. Ignoring the fact that, according to multiple statements from the Kremlin, all Ukrainian Su-24s were already eliminated sometime in the summer and fall of 2022, it is a childish excuse, especially considering that Su-24s release low-flying missiles hundreds of kilometers away from the target. Therefore, they did not need to fly over the territory controlled by Russia during the attack.
Czech self-propelled machine guns MR-2 Viktor caliber 14.5 mm have been in the Ukrainian service for a long time.
ZSU-23-4 Shilka self-propelled anti-aircraft gun in Ukrainian service.
Cannons mounted on MT-LB chassis are also used against drones.
The battle against drones is ongoing around the clock.
The Largest Attack of the Entire War
At the very end of the observed period, Russia resumed its bombing offensive against Ukrainian cities. For several months, it had been using primarily Shahid drones, which helped map the activity of the Ukrainian air defense. However, on Friday, December 29, Russia launched a large-scale attack using a significant number of missiles and low-flying missiles, fired from 18 strategic bombers. A total of 122 were aimed at Ukraine, of which the defenders managed to destroy 87. They were complemented by 36 drones, of which 27 were shot down. It was the largest aerial attack since the beginning of the war. The targets included Kyiv, Kharkiv, Dnipro, Lviv, Odessa, Zaporizhia, and other cities. The attack resulted in 58 human casualties and more than 160 injuries.
The target this time was not the energy infrastructure as in the past winter, but the military-industrial complex, specifically objects that Russians believed were used for military production. However, Ch-22 missiles were also used in the attack, which the Ukrainian defense struggles to intercept due to their high speed, but they are notoriously inaccurate. Consequently, the projectiles again hit mainly civilian objects. The impact affected 45 apartment buildings, over 100 houses, schools, hospitals, two churches, shops, warehouses, and a metro station. In Kyiv, 33 people died, and 35 were injured. In Dnipro, where a maternity hospital and a shopping center were hit, seven people died, and 30 were injured. In Odessa, the attacks claimed five lives and injured 27 people. During the attack, one of the Russian missiles penetrated Polish territory and, after about three minutes, turned back into Ukrainian airspace. It appears to be a deliberate maneuver aimed at avoiding Ukrainian defense and attacking from an unexpected direction. There were also cases where Ch-101 missiles released decoy targets during flight. It is unclear whether they were pre-programmed to do so in specific areas or if they have a sensor that alerts them when they are targeted.
Burning shopping center hit on December 29 in Dnipro.
The maternity hospital in Dnipro was also destroyed. Mothers were evacuated to shelters after the alarm was sounded.
Damaged residential building in Odesa.
Ukrainian Retaliation
On the following day, Saturday, December 30, Ukraine launched 70 drones targeting locations in Russian territory. The most severely affected was the city of Belgorod, approximately 40 km from the Ukrainian border. Russian authorities claim that Ukrainians targeted civilian objects, including a skating rink, a shopping center, and a university. Twenty-five civilians were reported dead, and over 100 were injured. However, based on photographs released by Belgorod residents, it appears that the city was mainly hit by its own air defense missiles. Some debris found in the streets was identified as remnants of S-300 missiles, and several houses were hit by missiles from the Pantsir systems. The Kremlin rejected this claim, and a military spokesperson stated that the Russian armed forces precisely target their objectives without causing any collateral damage. Remember this statement, as we will come back to it later in the continuation. Mutual attacks between the two sides continued. After Belgorod was shelled, Russia launched missile attacks on Kharkiv, hitting a hotel, apartment buildings, and other "military" targets. In the following days, Russia also deployed 49 drones against Ukrainian cities.
The shelling of Belgorod had repercussions in the UN. The Kremlin, without any evidence, claimed that Ukraine used RM-70 Vampire rocket launchers supplied from the Czech Republic. They could not have had any evidence because even with extended-range rockets, the Vampire from Ukrainian territory could not reach the center of Belgorod. Nevertheless, Russia sought to summon the Czech representative to the UN to provide an explanation. However, the Czech representative refused the summons and did not allow himself to be exploited by Russian propaganda.
Disposal of a Kinzhal missile warhead that got harmlessly buried in the ground. There is also a video capturing the fall of another downed Kinzhal into the water.
F-16 from the Netherlands as well
During the observed period, problems with the delivery of necessary weapons and ammunition escalated due to internal political disputes in the United States. Despite this, there were positive developments for Ukraine. For example, missiles for Patriot systems are manufactured under license in Japan. Although they are not directly delivered to Kyiv, Japan agreed to provide its products to the United States, which could then supply Patriot missiles to Ukraine. Good news also came regarding F-16 fighter jets. In addition to Belgium, Denmark, and Norway, which had already promised their delivery, the Netherlands joined during the observed period, announcing that it would provide Ukraine with 18 aircraft. At the same time, the first six Ukrainian pilots completed basic training on the F-16 and moved to Denmark, where they continue their combat training. There were also reports that donor states are actively working to enhance the F-16 aircraft within their capabilities during the training of Ukrainian pilots. This includes the installation of more modern radars, and the integration of advanced weapons is not ruled out. Incidentally, Russia reacted in its typical manner. Even before the arrival of the F-16s in Ukraine, it claimed to have destroyed six of them in an attack on the airport in Odessa. They even provided a photo of a burned fighter on the ground. However, there was one small flaw – the photo is from 2018 and captures the crash of a Belgian aircraft.
Ukrainian President Volodymyr Zelensky in the cockpit of an F-16. Beside him is the Commander of the Dutch Air Force, Lieutenant General Andre Steur.
How to apply Eduard decals
To peel, or not to not peel, that is the question!
Text: Jakub Nademlejnský
On various modelling forums, in discussions, but also in messages from customers, there are repeated questions about “the new Eduard decals”, how to work with them, how to peel off the covering varnish film and what the decals actually are. In this article I would like to answer these questions and give the modelers a better understanding of how to work with these decals. I'll start a bit broadly. Eduard started to use own decals made by digital printing in their kits from about autumn 2019, after some time my colleagues started to print the date on them, so all decals printed after autumn 2019 are made by this technology. However, we still varnish the decals using screen printing, on the same machine we used for varnishing decals before the introduction of digital printing. The varnish has also remained the same, we have just adjusted the film thickness based on customer feedback to make the application more user-friendly. Of course, digital printing has its advantages and disadvantages, for example it allows us to print smooth colour transitions, which allows us to print nice colours on pin-ups or small cartoons for example, but its weaker side is colour saturation.
And now back to the initial question - to peel or not to peel? I think that for the vast majority of modellers, the appearance after application is very good when following the basic decal procedure and there is definitely no need to peel the varnish film off the decals. The application of these decals is exactly the same as applying any other decal. The most important thing is to have the substrate under the decal sufficiently glossy, then after applying the decal repaint the area with matt varnish. I understand that there are connoisseurs among us who peel off the varnish film from the decals if they can. But it is definitely not necessary, as you will see in the photos below. Let's do it!
Lets start with the spraying of the paint. I spray the degreased model with a few fine coats of metallic paint from the Super Metallic series by Gunze, in this case SM201.
Sprayed fuselage halves. I always try to spray the paint in several coats, for thinning Gunze paints I recommend Mr. Color Leveling Thinner to help prevent the paint from drying on the nozzle.
The key is to have an absolutely glossy surface where I will be applying the decal. If I don't have a glossy enough finish, I spray the spot locally with Gunze GX100 varnish. It is also possible to re-polish the spot with a polishing cloth, for example from Gunze.
Another way to achieve a high gloss metallic paint finish is to prime the surface with black gloss paint before applying the metallic paint, in this case black gloss GX2 was used.
Once the paint and varnish have dried, we have the area ready for decal application.
First I cut the decal with scissors with enough overlap to make it easier to handle.
I grab the decal by the backing paper and soak it in ambient temperature water for 1-2 seconds. Using room temperature water has worked well for me, I don't recommand hot water as with other decals.
Then I let the decal stand aside, it will loosen from the paper in about a minute.
I recommand checking this with a little wooden stick or your finger. I do not move the decal over the backing paper until it is completely loose.In the meantime, I use an eyedropper to transfer a few drops of the water I have soaked the decal in to the place on the model where I will apply the decal. It is important to keep the place very wet, because so the decal will literally rides on the surface and be easier to manipulate.
Once the decal is completely loose, I use tweezers to move it to the spot.
I attach the decal to a drop of water.
I slowly pull the decal into the water drops with one hand, still holding the backing paper in the other. If the decal is small, for example a stencil, I would not pull it off with my hand, it would risk sticking to my fingertip, but I would pull it off with a small piece of wood.
I can now move the decal around the surface of the model with my finger.
I set the decal in place.
I dry off the surrounding water with a cotton swab.
I wrap my fingertip in a clean piece of cloth. Then, using only pressure perpendicular to the decal, I press the decal onto the surface while sucking out excess water with the cloth.
Finished, set decal. This is how I apply all decals, whether I want to peel the film off or not.
After the decal has dried, I cut into the panel lines with a sharp scalpel.
And I'll finish the rivets with a phonograph needle.
I didn't use any decal lotions to apply the decals, I don't think they are needed. However, their use does not, in my observation, impair the characteristics of the Eduard decals.
The procedure to be followed now concerns the peeling of the varnish film. I really recommand it only to skilled modellers, I also recommand to try it on a test piece of plastic. Peeling film requires skill, but also training and courage. You may end up ruining part of your decal.
It is best to start peeling off after the decal topcoat has completely dried, at least 48 hours after application. Several methods can be used to peel the film from decals. The first is to peel by rubbing with a cotton swab dipped in wash thinner. I use AK Interactive's Odourless Thinner.
I run a cotton swab dipped in the thinner with a little pressure over the decal until the film starts to stick and pack onto the swab.
After some time, the first film lint starts to form, then I run the swab over it and pack in more of it.
I wrap the whole film in this way from one side through the whole surface of the decal.
I remove the remaining film with a re-dipped swab.
Since I also picked up the film on the letters HO with the swab, I pulled it off with sharp tweezers. This procedure is also possible. I gradually pull the film off along the direction.
Views of all applied decals on the fuselage. Can you tell which ones have been peeled off and which ones have not? It is peeled off on the star, the letters HO and part of the small German crosses.
The second possibility is to peel off the film with a scalpel and tweezers. I first peel off the film in the corner with the tip of a sharp scalpel.
I then catch the film in the tweezers and gently pull in the direction of the peeling.
In this way, I gradually pull off the film piece by piece.
This is how the decal looks after peeling off the film. I recommand repainting it with matt varnish before the final weathering.
If you have applied the decal on a surface from which it visually stands out, you need to repaint it with matt varnish.
For repainting I use C182 varnish from Gunze. I apply several thin coats. Be careful not to overcoat the surface, but to let the layers dry properly.
This is how the decal looks after varnishing.
Comparison of the decal with the film removed (top) and the decal from which the film has not been removed (bottom).
GUSTAV Part Two
Luutn. Kyösti Karhila of 3/HLeLv 24 in the cockpit of MT-461 at Lappeenranta base in July 1944. This aircraft with WNr. 165342 and Stammkennzeichen SZ+PG was received by the unit at the end of June 1944. Finnish pilots achieved a total of 18 victories with this plane, of which Karhila achieved eight successes. Photo: SA-Kuva
In the second part of our Gustav VI article, we will focus on armament and equipment upgrade and conversion sets, take a gander at the reconnaissance versions of the Bf 109 G-6 including the recce specific Bf 109 G-8, we’ll describe the high-altitude Bf 109 G-5 and finally, we will take a look at the Bf 109 G-14, a de facto summary of all modifications and improvements continuously introduced into production during the long development of the Bf 109 G-6 series and its variants.
Equipment and weapons sets / Rüstsätze R
For the Bf 109 G-6, as for other versions of the Bf 109 G, modification kits were available, installed in unit level workshops or service centers during overhauls. Available weapon sets were as follows:
Rüstsatz R1: bomb rack (Abwurfwaffenanlage) ETC 500 IX b for one 250 kg (550 lb) bomb.
Rüstsatz R2: bomb rack (Abwurfwaffenanlage) 4 x ETC 50 VII d for four 50 kg (110 lb) bombs.
Rüstsatz R4: bomb rack/dispenser for twenty-four SD 2 bomblets (Abwurfwaffenanlage für 24 SD 2).
Rüstsatz R6: Underwing pods each holding an MG 151/20 20mm cannon (Flügelgondel – bewaffnung zwei MG 151/20 mm).
Rüstsatz W: Bordrakete BR 21 cm
BR 21 21cm rockets, also known as W. Gr. 21 or Wfr. Gr. 21, unofficially dubbed ‘Dödel’ (‘fool’, but carried a number of other understood meanings) were a new and exclusive piece of armament for the Bf 109 G-6, with other version use having not been documented. In addition to the Bf 109 G-6, they were deployed on the Fw 190 A of various versions and the twin-engined Bf 110 G-2, and Me 210/410. Bf 109 G-6s armed with a pair of rockets may have been designated Bf 109 G-6/w.
The BR 21 aerial rocket launchers were created by adapting the Nebelwerfer 42 six-barreled ground based 21cm rocket launcher by hanging the launch tube under the wing of the aircraft. In the case of the Bf 109 G-6 and Fw 190 A-8, one rocket launcher was suspended under each wing at an angle of 15o to the airfoil centreline. The weight of the rocket was 112. 6kg (250lb), it was powered by solid fuel propellant weighing 18. 4kg (40lb), and the warhead contained 40. 8kg (90lb) of explosives. The muzzle velocity of the projectile was 320 m/s (1,050 ft/s), effective range 1,200m (4,000ft), and the rocket was rotation stabilized. Since rocket launchers significantly worsened the flight characteristics and speed of the aircraft, it was possible to jettison them as necessary.
The use of BR 21 rockets was tested and fine tuned by fighter groups JG 1 and JG 11. They also used them for the first time in combat on July 29th, 1943, during a USAAF raid on Kiel and Warnemünde. During August, combat tactics were further developed, and BR 21s gradually reached other units. On August 17th, 1943, they were deployed in the famous American raid on Schweinfurt and Regensburg, in which the USAAF lost sixty bombers and another 95 were damaged to varying degrees. A large part of them were written off after their return. This was especially the case with the 3rd Bombardment Wing of the 8th Air Force under the command of Colonel Curtis LeMay, which attacked Regensburg and continued south after the raid and landed at American bases in North Africa. However, it should be noted that the deployment of BR 21 was only one of the many reasons for such heavy losses.
In the Defense of the Reich (Reichsverteidigung) units, one Staffel, equipped with the Bf 109 G-6/w, was usually allocated within the Gruppe, called the Werferstaffel. The deployment tactic was to attack with the full strength of the entire Gruppe, of which one Staffel (usually twelve aircraft) was armed with BR 21 rockets. The latter began the attack by firing their rockets from a distance of 600 to 1000m (650 to 1100 yards) at a box formation of bombers. Timed fuses were mainly used, although impact fuses could be as well. Timed fuses detonated rockets inside the box formation, with the aim of breaking up the formation and separating any damaged machines from it, which were then attacked by other Staffel birds from the Assault Gruppe, equipped with fighters armed only with gun and cannon armament. In the case of units with Bf 109 G-6s, these were often Bf 109 G-6/R6s with underwing gun pods mounting MG 151/20 cannon.
It was an effective combat tactic, successful especially against groups of heavy four-engine bombers operating deep in German airspace without fighter escort, as was the case with the raid on Schweinfurt and Regensburg. In the second half of 1943, German tactics against American heavy four-engine bombers were so effective and inflicted such heavy losses on the Americans that after the second raid on Regensburg in October, 1943, the USAAF Eighth Air Force halted major raids on Germany for five months. It resumed these only in February 1944, after it had enough escort fighters with sufficient range to provide protection over the entire bomber route at its disposal.
BR 21s were also used to attack formations of medium bombers both on the Western Front and in the Mediterranean. A total of 402,600 210 mm Wfr rockets were produced during the war (Wurframmen Granate 21), including both ground and air launchers.
Equipment upgrades:
Rüstsatz R3: 300 liter auxiliary drop tank (300 Liter Kraftstoffzusatztank)
Various types of drop tank were used:
Rüstsatz R7: ZVG 16
ZVG 16 direction finder system with PR 16 (Peilrahmen) loop antenna at the top of the spine. (Peilrufanlage ZVG 16 mit PR 16 Peilrahmen)
Armament sets R1, R2 and R6 were already used on the Bf 109 F and especially on the G-2 and G-4. On the Bf 109 G-6, as on the G-2 and G-4, the R6 set consisting of the underwing cannon pods were popular. They significantly increased the firepower of the aircraft armed with them, and thanks to the more powerful DB 605 A engine, they did not reduce the performance of the machine as much as was the case with both versions of the Bf 109 F, in which these nacelles were not used much due to the lower power offered by their engines. Their use on the Bf 109 G-6 was even more extensive than on the G-2 and G-4.
Exploring the frequency of the R6 kit usage on the Bf 109 G-6
According to some researchers, the cannon pod use on the Bf 109 G-6 decreased as compared to the Bf 109 G-4. In this case, it would have been because the introduction of the MG 131 fuselage mounted machine guns increased the firepower of the Bf 109 G-6, reducing the need for additional armament. It makes sense if the advantage of a lighter and therefore more powerful and maneuverable fighter outweighed the advantage of more firepower, and in some cases it, this may have certainly held true.
But I have my doubts about this claim. For one thing, I don't think that the need would decrease for fighter firepower on either the Eastern or Western fronts, or in the Mediterranean for that matter. Targets that required concentrated firepower over a short firing bursts was not only ever present on all battlefields, but increased in number. In the West and the Mediterranean, they were sorely needed against allied medium and heavy bombers, and in the East, against the Soviet Il-2 armored beasts of various versions. All these adversaries over the fronts were increasing in number, firepower and improved tactical use and the quality of their pilots was growing. It makes no sense to me that the Luftwaffe would go about decreasing the firepower of its fighters.
The second reason for my doubts is in the analysis of the available photos. In those that are at my disposal, the ratio of photos of aircraft that can be identified as having cannon pods under the wing to those that do not is as follows:
Bf 109 G-2 ratio of aircraft with the pods to those without: 1:2. 4
Bf 109 G-4 ratio of aircraft with the pods to those without: 1:1. 1
Bf 109G-6 ratio of aircraft with the pods to those without: 1. 16:1
From this it would follow that the ratio of aircraft equipped with cannon pods between subsequent models increased, and while the G-2 and G-4 have more airframes without the pods in the photos, those with them dominate in the G-6. With this in mind, it is important to note that there are aircraft with BR 21 rockets launchers in a significant number of the available images. This too would indicate an ever-increasing demand for firepower rather than the other way around.
Granted that this is not a scientific analysis of the subject matter using proper data sampling or methodology, but the result hinted at can be taken as a solid base for a hypothesis that would be worth a more thorough examination.
Bf 109 G-5
The Bf 109 G-6 also had a high-altitude variant with a pressurized cockpit in the form of the Bf 109 G-5, the distinguishing feature of which, like the other high-altitude versions of the Bf 109 F and G, was an airtight armored bulkhead with two triangular windows in the upper corners, mounted in the middle of the hinged canopy section so that it formed a wall behind the pilot. On this bulkhead, there were two cockpit pressurization system valves, one was a safety valve, preventing the maximum cabin pressure from being exceeded, and the other was an equalizing pressure valve. Contrary to popular belief that the G-5 version did not have standard armor, this was surprisingly not the case. Much of the G-5 run with the standard canopy had both an airtight bulkhead and standard slanted armor mounted beneath the hinged canopy cover. There were silica gel capsules in the corners of the cockpit canopy windows to absorb moisture between the panes. Handles behind the cockpit were on both sides of the fuselage.
The Bf 109 G-5 also had, as part of the cockpit pressurization system, blanked off vents under the cockpit windscreen on the side of the fuselage below the cockpit. Those on the cowl were either not there at all, or they were also decommissioned and fared over.
The G-5 version also featured a small bulge covering the cockpit pressurization air compressor, added to the larger fairing over the machine gun on the right side of the forward fuselage. But it is not a clear identifier by which to gage the Bf 109 G-5. As already mentioned, it was also used on some of the Bf 109 G-6 fighters produced by all three manufacturers turning out Bf 109 Gs. The compressor was the new Knorr-Luftpresser 300/10 type. It was an oil-free item with two pistons rotating against each other in a figure eight. This compressor (blower) had certain disadvantages, mainly pulses of compressed air being blown back into the compressor chamber. This was because the pistons do not touch the chamber walls, but that feature allowed for operation without lubricating oil. However, this is of no practical importance for pressurizing the small space of the cockpit. Additionally, the pulses were dampened by the relief valve situated on the rear air-tight bulkhead of the cockpit. The advantage of the Roots blower was the achievement of a stable output pressure and a high flow rate of compressed air at low revolutions, along with the already mentioned absence of oil. This was an advantage precisely for pressurizing the cockpit, which was not polluted by oil and the compressed air did not need to be filtered. The reason for moving the compressor to the side of the engine from its top, where the MAG III air compressor was located on the Bf 109 G-1 and G-3, is not entirely clear. M. Baumgarl states that it did not fit between the larger MG 131 machine guns. This may be true, but it is probably not due to the size of the machine guns, but rather to the different shape of the Knorr 300/10 compressor as compared to the MAG III unit.
None of the authors state that the DB 605 A-1 engine in the Bf 109 G-5 had modified high altitude characteristics. A special high altitude distributor (Zünder) with modified plug firing was considered for the Bf 109 G-5/U2, but in the end, the standard Bosch ZM 12 CR 8 distributor, only with a modified ignition advance for the spark plugs, was retained.
During 1943 and early 1944, production of the Bf 109 G-5 took place at the Erla AG works in Leipzig. The first five airframes were produced as part of production block 15 000 by March and April of 1943. H. H. Vogt lists the production numbers as 15 338 to 15 344, which does not quite fit the five units he claims. The reason for this may lie in that the Bf 109 G-5 was on the production line together with the G-6, so the serial numbers did not necessarily run consecutively, but intermingled with the serial numbers of the concurrently produced G-6. A further 200 or so were built in production block 15 000 between June and October, 1943. Further G-5s were built in production blocks 26 000 (25) and 27 000 (33) between August and October, 1943. The last of the series comprised 287 machines in production block 110 000, built continuously between November, 1943 and June, 1944. From February 1944, the Bf 109 G-5 and G-5/U2 were produced at Erla Werk VII in Antwerp, Belgium.
Bf 109 G-5/U2
Some Bf 109 G-5s were built as the Bf 109 G-5/U2, equipped with a GM-1 boost system. The GM-1 system pressure bottles were located in the right wing, unlike the Bf 109 G-6/U2, which had the GM-1 pressure bottles placed in the fuselage, behind the second fuselage bulkhead. According to H. H. Vogt, most, if not all, Bf 109 G-5s, including the airframes from production block 15 000 in March and February, 1943, were built as G-5/U2. But this is contradicted by M. Baumgartl's statement, which states that the GM-1 system was only available for the G-5 from July or August 1943, and the first fully equipped G-5/U2s were delivered only from December, 1943. The statement by M . Baumgartl seems to me to be better grounded.
All Bf 109 G-5/U2s had VDM 9-12159. 10 propellers, the same as the Bf 109 G-6/AS and G-10 powered by the DB 605 AS and DB 605 D engine respectively. This propeller was considered for all G-5s, but eventually G-5s without the GM 1 system were supplied with the standard VDM 9-12087. 10 unit. The Bf 109 G-5/U2 also did not have laminated armor fuel tanks. The removal of the armor compensated for the increase in weight of the Bf 109 G-5/U2, caused by the installation of the GM 1 system, and the heavier VDM 9. 12159. 10 propeller.
The Bf 109 G-5 was also produced in several production variants. All had the same armament and the same engine (DB 601 A) as the Bf 109 G-6.
First Production Variant
Bf 109 G-5 from production block 15 000 (205 units, five in March and April 1943, 200 between June and October, 1943).
These airframes had the following distinctive features:
- Tall antenna mast.
- Not equipped with a ZVG 16 direction finder and lacked the associated PR 16 loop antenna on the fuselage spine.
- FuG 16 Z radio was used.
- FuG 25a IFF system.
- REVI C 12 D gunsight.
- Sealed cockpit, silica gel tablets in the corners of the canopy windows (1).
- Airtight bulkhead forming the rear wall of the hinged canopy section (2).
- Angled armor plate behind the pilot's head (3).
- Suction slots for cockpit ventilation under the windscreen absent (5).
- Without cockpit vent on left side below canopy (6).
- A small bulge covering the Knorr 300/10 compressor on the lower leading edge of the fairing covering the breech of the right fuselage machine gun.
- On the right side of the fuselage, there was only a socket for the external electrical power source connection and the access cover for the pressurized oxygen bottle between fuselage bulkheads 1 and 2.
Second Production Variant
This covered Bf 109 G-5s from production blocks 26 000 (25) and 27 000 (33) produced between August and October, 1943, and part of the Bf 109 G-5 and Bf 109 G-5/U2 run from production block 110 000.
These aircraft displayed the following features:
- Short antenna mast.
- Most had the ZVG 16 direction finder system with the associated PR 16 loop antenna on the spine.
- FuG 16 Z radio.
- Commanders’ aircraft, equipped with a FuG 16 ZY radio and its Moranmast whip antenna mounted under the fuselage/wing were designated Bf 109 G-5/Y.
- FuG 25a IFF system.
- REVI C12 D gunsight.
- Sealed cockpit, silica gel tablets in the corners of the canopy windows (1)
- An airtight partition forming the rear wall of the hinged section of the canopy.
- Angled armor behind the pilot's head in aircraft from production block 110 000.
- A small bulge covering the Knorr 300/10 compressor on the lower leading edge of the fairing covering the breech of the right fuselage machine gun (4).
- Ventilation slots under the windscreen were missing (5).
- Vents on the left side of the fuselage below the canopy were also absent.
- Bf 109 G-5/U2 had a VDM 9-12159. 10 propeller with wider blades (as with the Bf 109 G-10)
- A small fuel tank was used for starting the engine, with a filler neck on the right side of the fuselage spine between fuselage bulkheads 4 and 5 (6).
The Bf 109 G-5/U2 in the 110 000 range production block had the GM-1 boost system pressure bottles located in the left wing, the access cover for which was on the lower wing surface (7).
Example: Bf 109G-5/U2/R6, WNr. 27112, Flown by Maj. Walther Dahl, III. /JG 3, Bad Wörishofen, Germany, December, 1943.
Third Production Variant
This characterizes part of Bf 109 G-5 and Bf 109 G-5/U2 production in block 110 000. These aircraft had Erlahaube canopies and short rudders, and are often confused with the Bf 109 G-6 or G-14.
These aircraft can be identified by the following:
- Short antenna mast.
- Erlahaube-type canopy, non-pressurized. (10)
- Short rudder.
- Usually equipped with a ZVG 16 direction finder unit with its PR 16 loop antenna on the spine.
- FuG 16 Z radio.
- Command aircraft, equipped with a FuG 16 ZY radio with its Moranmast whip antenna mounted under the left wing were designated Bf 109 G-5/Y. (8)
- FuG 25a IFF system.
- REVI C 12 D gunsight.
- REVI 16 B gunsight from the summer of 1944.
- A small bulge covering the Knorr 300/10 compressor on the lower leading edge of the fairing covering the breech of the right fuselage machine gun.
- A small fuel tank was used for starting the engine, with a filler neck on the right side of the fuselage spine between fuselage bulkheads 4 and 5.
- The Bf 109 G-5/U2 had a cover on the underside of the left wing for access to the GM-1 boost system pressure bottles located in the wing (7)
- No intake gills for cockpit ventilation under the windscreen. In some cases, probably on aircraft converted from older airframes, the cockpit ventilation openings may have been covered with circular caps (9)
- Cockpit ventilation on the left side under the canopy were absent.
- The Bf 109 G-5/U2 had a VDM 9-12159. 10 propeller with wider blades (as with the Bf 109 G-10).
EXAMPLE: Bf 109 G-5, W. Nr. 15729, Flown by Obstlt. Hermann Graf, Stab. /JG11, Jever, Winter 1944. The aircraft is sometimes listed as a G-6 converted from a G-5, but it is a G-5. There could be several reasons why the 15 000 series airframes had an Erlahaube canopy.
M. Baumgartl states that twenty Bf 109 G-5s were built, powered by a DB 628 A-0 engine with a two-stage supercharger and fitted with a VDM 9-12159. 10 propeller with wider blades (as the Bf 109 G-10). One Hundred and thirty of these engines were built, so their use in the Bf 109 G-5 is not really out of the question.
The G-5/R2 version is a bit of an enigma. According to M. Baumgartl, seventy-two of a planned 126 were built, and according to him, it was a photo-reconnaissance version, equivalent to the Bf 109 G-6/R2. They were allegedly made without fuselage machine guns, but whether they were actually produced is unknown. In addition to these machines, sixteen Bf 109 G-5/R2/AS and 76 Bf 109 G-5/AS aircraft were also produced, powered by the BD 605 AS engine with the VDM 9-12159. 10 propeller.
Photo Reconnaissance Bf 109 G-6
Part of the Bf 109 G-6 run was dedicated to photo reconnaissance. In the following paragraphs, the three photo reconnaissance versions are described chronologically as they were produced. As a result, the Bf 109 G-6/R3 version, produced in the summer and autumn of 1943, is described before the Bf 109 G-6/R2 version, produced in late 1944.
Bf 109 G-6/R3
The photographic equipment in this aircraft consisted of an Rb 50/30 camera. Access to the camera was from the cockpit through a hatch in the rear sloping cockpit wall. The Bf 109 G-6/R3 had two grooves in the bottom of the fuselage/wing section to divert oil escaping from the oil cooler under the nose and to prevent the leaking oil from obstructing the camera lens. These grooves were run parallel from the rear corners of the oil cooler across the entire center wing section to the trailing edge of the wing/fuselage transition. The main armament was reduced to the MG 151/20 cannon. Fuselage machine guns were not installed, the gun troughs were fared over, and instead of machine guns, an additional oil tank with a volume of 20 liters was placed in the compartment of the machine gun mounts. Unlike the later Bf 109 G-6/R2, the MW 50 boost system was not installed. Radio equipment consisted of a FuG 16Z radio and a FuG 25a IFF system. A ZVG 16 direction guidance system (Peilrufanlage) with a PR 16 (Peilrahmen) loop antenna on the fuselage spine (Rüstsatz R7) could also be installed. The canopy, unlike the G-6/R2, was of the standard type. In addition to the possibility of carrying an auxiliary tank under the fuselage, a variant with two additional tanks with a volume of 300 liters each under the wings was also developed, but it is not certain whether it was ever introduced into operational service. At WNF, 35 were produced in the summer of 1943 (between June and August) in production block 20 000, and five in the fall of 1943 in production block 140 000.
Rüstsatz R7
Bf 109 G-6/R2
Photographic equipment consisted of an Rb 75/30 or Rb 50/30 camera (1). They carried full gun armament and were powered by a DB 605 AM engine with the MW 50 boost system that injected a mixture of water and methanol into the compressor intake. Between the second and third fuselage bulkheads just offset from the top of the spine was the MW 50 system tank filler cap (4). The battery was moved to the luggage compartment in the cockpit, the luggage compartment door featured a recess covering the battery (5). The radio equipment consisted of a FuG 16Z radio and a FuG 25a IFF system. AZVG 16 (Peilrufanlage) direction finder with its associated PR 16 (Peilrahmen) loop antenna on the top of the fuselage (Rüstsatz R7) could also be installed. These machines likewise had grooves installed below the wing center section for draining leaked oil coming from the oil cooler (2), but they diverted the oil differently than the grooves on the Bf 109 G-6/R3. In this case, they arced from the rear corners of the oil cooler to the leading edge of the lugs covering the wing spar mounting stud, where they met the lower surface of the wing. The rear-view mirror (6) mounted on the top inner frame of the windscreen was also characteristic of the photo-reconnaissance Bf 109 G. One hundred and ninety three Bf 109 G-6/R2s were produced at WNF in November and December, 1944 in production block 230 000, together with the Bf 109 G-8/R5, and were likely structurally consistent with respect to their manufacture. They had an additional bulge adjacent to the fairing covering the right fuselage mounted machine gun (7). I believe that it was not without function, that it accommodated an air compressor to supply enough air to ventilate the cockpit. At least some Bf 109 G-6/R-2s (probably all) had an Erlahaube canopy, and always had a short rudder. On the right side of the mid fuselage between bulkheads 2 and 3 there was apparently a large oval camera access cover (3). I don't have photographic evidence of this on the G-6/R2, but it appeared on both the G-2/R2 and the G-4/R2, and it's quite logical that it was carried over to the G-6/R2 as well. It may have also been on G-6/R3, if only because the original access to the camera in the rear sloping cockpit wall was not possible since this was now the location of the battery (5).
Equipment layout in the fuselage of the Bf 109 G-6/R2:
1. Battery
2. Rb 50/30 or Rb 75/30 camera
3. MW 50 water/methanol system tank
4. FuG 16 Z radio
5. Compass (Mutterkompass)
The Bf 109 G-6/U3 were a tactical reconnaissance aircraft (Nahaufklärer or Heeresaufklärer). The photographic equipment consisted of two Rb 12. 57 x 9 or Rb 32/7 x 9cameras (2) , located in the lower part of the fuselage on the fifth fuselage bulkhead and covered by a closing door as indicated in the second illustration below, and one Robot II Kleinbildkamera in the leading edge of the left wing, in front of the wheel well (1). This was calibrated for photography at an altitude of 2000m (6,550 feet), but was usually removed in practice. The radio equipment consisted of a FuG 17 radio, the standard used in fighter and bomber aircraft. Apart from the frequencies used, it was identical to the FuG 16Z, but, unlike the FuG 16, it had the option of connecting with ground-based forward flight controllers. This version also had the FuG 25a IFF system. A ZVG 16 direction finding system (Peilrufanlage) with its associated PR 16 loop antenna (Peilrahmen) on the back of the fuselage (Rüstsatz R7) could also be installed.
About twenty Bf 109 G-6/U3s were produced by WNF in the summer of 1943 in production block 20 000.
Bf 109 G-8
The Bf 109 G-8 was a development of the Bf 109 G-6/U3. They were tactical (frontline) reconnaissance aircraft (Nahaufklärer or Herresaufklärer). The photographic equipment consisted of two Rb 12. 57 x 9 or Rb 32/7 x 9 cameras, located in the lower part of the fuselage on the fifth fuselage bulkhead and covered by sliding doors controlled from the cockpit (2), and one Robot II Kleinbildkamera in the leading edge of the left wing, ahead of the wheel well (1). They carried full gun armament, but many aircraft had the MG 151/20 engine mounted cannon removed at unit level. Also, the Robot II camera in the leading edge of the wing was also often removed in practice.
Part of the Bf 109 G-8, twenty-nine machines with production numbers 20 670 to 20 698 produced at WNF in September 1943 and 112 710 000 series airframes produced in February and March 1944 were powered by the DB 605 A engine and lacked the MW 50 system. They had standard canopies.
Another 760 or so Bf 109 G-8/R5s, produced between May and December, 1944, were powered by the DB 605 AM engine with MW 50 water-methanol injection into the intake of the compressor. The MW 50 system tank filler cap was to the right of the fuselage spine centreline behind the second fuselage bulkhead (3). The Bf 109 G-8/R5 used 96 (or 100) C3 aviation fuel. The battery was moved to the luggage compartment in the cockpit, and there was a characteristic bulge on the luggage compartment door projecting into the cockpit to cover the battery. Like other photo-reconnaissance Bf 109 Gs, the G-8 had a rectangular rear-view mirror on the inner frame of the windscreen.
The radio equipment consisted of a FuG 17 radio, later replaced by the FuG 16 ZS unit and the FuG 25a IFF system. A ZVG 16 (Peilrufanlage) direction finder system with the PR 16 (Peilrahmen) loop antenna on the fuselage spine (Rüstsatz R7) could also be installed. All Bf 109 G-8s and G-8/R5s produced had the Erla Vollsichtshaube canopy and short rudder. Some of the machines had the mast of the antenna moved rearward, in front of the 2nd fuselage bulkhead, where the PR 16 antenna was usually located. The reason for this change is unclear. This may have something to do with the retrofitting of the MW 50 system tank, but why this should be is not entirely clear. It may also be related to the type of radio used.
(Author's note: Prien/Rodeike references mention planned U2 (GM 1 boost system) and U3 (MW 50 system) kits. It does not appear that such things actually existed. These authors have photos in their book of alleged G-8s with a standard canopy. These may be one of the first twenty-nine Bf 109 G-8s, produced in September 1943 in the block 20 000 range, production numbers 20 670 to 20 698, or could also be confused with the Bf 109 G-6/U3)
The Bf 109 G-8 could carry all available weapons. To what extent this possibility was only theoretical and to what extent these weapon sets were actually used is not clear. The use of auxiliary tanks is documented and logical. This is the case for all photo-reconnaissance Bf 109 Gs produced. It seems unlikely that these valuable machines, which were often lightened by the removal of some of the fuselage armament, were used for risky combat missions. On the other hand, there are known cases of pilots who achieved a number of kills on photo reconnaissance aircraft and even achieved ace status, such as Herbert Findeisen. During his two hundred operational missions flying photo reconnaissance aircraft, he achieved 42 kills. After his 37 kills, as CO of 2. /NAGr 4, he was awarded the Knight's Cross. (NAGr = Nahaufklärungsgruppe).
Bf 109 G-12
As with the Bf 109 G-4, the Bf 109 G-6 served as the basis for two-seat Bf 109 G-12 conversions. The subsequent Bf 109 G-12 series was then created from the Bf 109 G-10 as well. These machines retained the attributes of the original fighters, but were equipped with a two-seat, dual-control cockpit, with the rear instructor's cockpit having simplified instrumentation. Regardless of the original production version, the two-seat machines were always labeled Bf 109 G-12. The exact number of machines produced is unknown.
Bf 109 G-14
From July, 1944, Erla (and from August, Messerschmittt) produced the Bf 109 G-14 in parallel with the Bf 109 G-6, corresponding to the last production version of the Bf 109 G-6 with the Erla Vollsichshaube type canopy and tall rudder. All Bf 109 G-14s were fitted with the MW 50 system as standard and therefore used C3 fuel with an octane number of 96 (100). A distinctive feature of all Bf 109 Gs with the MW 50 system installed was a box-shaped projection on the baggage compartment door in the rear sloped wall of the cockpit, behind the head armor plate (2). This arose because the installation of the water-methanol mixture tank for the MW 50 system in the space behind the first bulkhead forced the battery for the radio to be moved forward into the luggage compartment, which needed to be enlarged to accommodate it. All Bf 109 G-14s had a bulge under the fairing covering the right machine gun, and all were also fitted as standard with a FuG 16 ZY radio with an on-board transponder for the Pegasus Y goniometric sighting system with a Morane-type whip antenna (Moranmast) located under the left wing. The gunsight was the REVI 16 B as standard.
Most Bf 109 G-14s with the DB 605 AM engine were produced at the Erla factory in Leipzig. They were manufactured in blocks 413 000, 460 000 to 462 000, 464 000 and 465 000. These machines had a tall rudder (3), Erla Vollsichtshaube canopy (1) and Gallandpanzer armored headrest. Only a small number of airframes were produced at Messerschmittt in production block 165 000, but some of the total production of about 110 G-14s were to Bf 109 G-14/AS standard with a DB 605 AS engine.
Example: Bf 109G-14, W. Nr. 464380, Flown by Mag. M. Bellagambi, 5 Squadriglia, 2 Gruppo Caccia, Aeronautica Nazionale Repubblicana, Osoppo, Italy, March, 1945
The DB 605 AM engine was also installed in part of the Messerschmitt produced block of airframes in the 781 000 range, numbering about thirty birds, which had a low rudder. The remainder of this production block were Bf 109 G-14/ASs with the DB 605 AS powerplant. According to photos, there were standard G-14s with a low rudder even in the 782 000 series production block, in which H. H. Vogt lists only the G-14/AS. The six hundred Bf 109 G-14/U4s, production block 510 000 to 512 000, armed with a 30mm MK 108 fuselage/engine mounted cannon, produced by WNF, also had the low rudder and Erla Vollsichtshaube type canopy. These machines did not have the bulge on the fairing above the right fuselage machine gun breech (6), and between bulkheads 4 and 5, they had an access cover for the compressed air bottle for the MK 108 engine mounted weapon (4). There was also an MW 50 system tank filler cap on the right side of the fuselage spine behind the second bulkhead.
Example: Bf 109G-14/U4, W. Nr. 512382, Flown by Lt. H. Schlick, 4. / JG 77, Schönwalde, Germany, November, 1944
Conclusions
If you have read this far, I value you sticking with me and I greatly appreciate that you understand that the subject surrounding the technical development of the Messerschmitt Bf 109 G-6 is extremely complicated. It is a theme that is probably without parallel in the history of aviation, perhaps remotely comparable are some types from the First World War, such as the Breguet 14 or the Hansa-Brandenburg C. I. But only remotely. For the Bf 109 G-6, the issue is complicated by the fact that production took place under extreme wartime conditions, under heavy Allied air raids and almost constant reorganization of German war efforts. It was a situation that is difficult to imagine today. The production of aircraft in Germany, and not only the Bf 109 G-6, responded not only to the needs of the customer, the RLM and the Luftwaffe and its combat units, but also to the prevailing economic conditions and the deteriorating state of the industrial base. As a result of the air raids, a large part of the factories were destroyed or badly damaged, production operations were scattered to branch plants, hidden in the mountains, forests, railway tunnels or underground. The dynamics precipitated by the changes were unbelievable, and moreover, these changes were intertwined on the production lines. The fact that three production plants were engaged in the production of the Bf 109 G-6 plays only a partial role in this. During the war, between early 1943 and late 1944, probably more than 13,000 Bf 109 G-6s were produced. The exact number is not and will never be known, and a significant part of the production lacks definitive documentation. It was apparently irretrievably lost in the maelstrom of war. One reason I am writing these articles is because from time to time some lost documents turn up somewhere. Part of the facts presented in the text you have read will certainly be further refined and corrected over time, thanks to new discoveries, or thanks to relevant new interpretations of already known documents. If you research previously published material and kits of the Bf 109 G-6, you will certainly come across images of aircraft that do not correspond to their classification within the production variants we have discussed or even to types according to other sources. Please, treat such cases with lenience. There will be many of them, even in the case of Eduard kits. Unfortunately, from the point of view of the facts and conclusions that I tried to convey in my article, a large part of the profiles in current literature and kits, whether by Eduard or someone else, are wrong. It may cause some loss of confidence in some, but let's take it positively. Let's take it as an opportunity to revise our old knowledge, assumptions and mistakes, because this type of research is an ongoing evolution and needs adjustments to evolve in the right direction.
A nice example of the above is this Bf 109 G-6, serial number 160303, flown by III. /JG I’s Hauptmann Friedrich Eberle:
According to the serial number, it should have a standard canopy and a short antenna mast. Nevertheless, the unlikely combination of a tall antenna mast and an Erlahaube-type cockpit covering is photographically documented. The serial number is not, however, and it is derived from the loss of aircraft report. Hptm Eberle was shot down in his Bf 109 G-6 on January 30th 1944 by a Thunderbolt piloted by Lt. Robert Booth of the 369th FS (359th FG). It is possible that the gun camera footage does not show the same aircraft as photos on the ground. But even so, the combination of a tall mast and an Erlahaube canopy should not exist. But it does, and there are more such cases. I do not want to discuss possible reasons here, various logical explanations can, of course, be offered. I bring this case up just to illustrate that you can expect a lot from the Bf 109 G-6 and its variants. Prepare for cases when even the impossible can become a reality!
In this article I have not dealt with aircraft powered by the DB 605 AS engine, such as the Messerschmitt Bf 109 G-6/AS and Bf 109 G-14/AS. This is mainly because it is a vast and complex topic in and of itself. The second reason is that I have dealt with these machines before. However, from the point of view of my current knowledge, it is clear to me that even that not-so-old article requires revision today. I therefore promise to come back to it, revise it, and release an updated form when the Bf 109 G-6/AS and G-14/AS are released in 1/72 scale. The same also applies to the Bf 109 G-10.
That will be it at this point, my friends, and I hope you didn’t need to stumble through this article, and that it has brought you much to your understanding of the evolution of the Bf 109 G-6!
The second youngest
Text: Richard Plos
Illustration: Antonis Karydys
Cat. No. 8483
A man on one of the many hospital beds is breathing rapidly, a worried nurse regularly wipes the beads of sweat on his forehead. The slender young man with delicate features and premature wrinkles around his eyes suffered a gunshot wound to his thigh in an aerial combat a few days ago and lost a lot of blood because of it. But that doesn’t worry the doctors nearly as much as the inflammation that is slowly but surely poisoning his entire body. Just twenty years old, Olivier Freiherr von Beaulieu-Marconnay is losing his fight for life, meanwhile far away in Germany a paper-pusher is now rushing to bestow the highest honour, the Pour le Mérite, on the exceptional young man before his death...
Two months shy of his eighteenth birthday, Olivier was already promoted from cadet to the rank of lieutenant as a member of the Fourth Cavalry Regiment (Dragoner Regiment von Bredow Nr. 4). When he switched from horses to planes, he took the stylized 4D badge as his personal symbol to adorn his planes. The Jasta 18, led by the vigorous Rudolf Berthold, was Olivier’s first air unit from December 1, 1917, and subsequently, after a major reshuffle orchestrated by Berthold as the newly appointed commander of JG II, he and all his comrades became part of Jasta 15.
The young fighter, whom his colleagues called “Bauli”, waited nearly half a year for his first kill. Why? In the spring of 1918, Jasta 15 was flying new Siemens-Schuckert D.III fighters, which were forbidden to fly over the front line into enemy territory, lest the new aircraft fall into enemy hands. This noticeably limited the opportunities for combat, which was reflected in the persistent zero on Olivier's fighter account. But on May 28 a formation of AR.2 reconnaissance Dorands flew over the front line and one of them became Olivier’s prey. His account began to grow rapidly with the arrival of new Fokkers D.VII. During June he added seven victories, with six more in August. With a tally of thirteen victories, he then left his unit to take command of Jasta 19 on September 2, just two weeks before his twentieth birthday.
Olivier Freiherr von Beaulieu-Marconnay was the representative of fighter pilots who no longer knew the “gentlemanly” duels fought by the pre-war aviation pioneers, who in many cases were friends until the outbreak of the war. The air battles of 1918 were fierce, and the fallen old knights were replaced by new energetic men whose zeal and aggressiveness were just what the new D.VII Fokkers needed. Olivier took one of these great aircraft with him when he left Jasta 15. It was a machine powered by a BMW IIIa engine, which made these planes better climbers and also capable of higher speed. No wonder pilots loved them. Beaulieu-Marconnay was given an aircraft that was originally intended for Rudolf Berthold, commander of the entire JG II. Olivier had it repainted to match the color scheme of his new unit, notably a yellow nose instead of red. For more information on this subject, the reader is referred to the kit Cat. No. 8483, the boxart of which is the work of our Greek collaborator Antonis Karydys. It depicts Olivier's D.VII in one of the many battles with American pilots on French Spads XIII. This time the painting is not reflecting any specific action. It is just a scene that represents the character and participants of those battles.
The young commander of Jasta 19 met his destiny on October 18, 1918. On that day, Jasta 19 pilots engaged British fighters in a crossfire and one bullet hit Olivier's thigh. Some sources state that it was a bullet fired by a fellow German fighter, but evidence for this claim is lacking. The heavily bleeding pilot was still able to get his plane to the airfield and land. He lost consciousness shortly afterwards and was taken to hospital in Arlon, Belgium. The wound became inflamed, and his condition continued to deteriorate. The Luftstreitkräfte command was already in process of awarding him the Pour le Mérite after his twentieth victory, but official procedures usually took four to five weeks. Now, three weeks after reaching the threshold required for the award of the highly valued decoration, its prospective recipient was lying in critical condition in hospital. Sources differ as to the events at the end of Olivier’s life. Some state that he learned of the award six hours before his death, others that the information had not reached him alive. However, the “Blue Max” could not have been awarded posthumously, so the official report must have stated the first option ... In any case, Olivier became the second youngest pilot to be awarded this high decoration.
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Info EDUARD